Climate Control System Operation, Diagnosis, and Repair 1

CLIMATE CONTROL SYSTEM OPERATION, DIAGNOSIS, AND REPAIR
Welcome to Climate Control System Operation, Diagnosis, and Repair, which is the final train-
ing course in the Electrical training sequence. When you have completed this course, you will
know how to verify, diagnose, repair, and recheck problems related to the climate control sys-
tems (refrigerant loop, heater, controls, and automatic temperature control).
This course will teach you the diagnostic and repair skills you need to “fix it right the first time” so
you have satisfied customers instead of unhappy ones. Just like any other automotive system,
many Climate Control concerns are simple to solve, while others are tricky to diagnose or
require repairs to multiple components when one component's failure damages others.
Completing this course helps prepare you for the ASE certification test for Air Conditioning.
Because ASE exams use domestic car terminology, you may want to check out some ASE test
preparation books from your local public library to finish studying for the exam. Besides the obvi-
ous benefit that ASE certification shows your expertise in auto repair, studying for the exams
improves your skills.
CLIMATE CONTROL SYSTEM OPERATION, DIAGNOSIS, AND REPAIR 1

WHAT IS CLIMATE CONTROL?
Climate Control refers to the systems in a vehicle that allow customers to adjust air temperature,
humidity, and direction of discharged air. Although we usually think of climate control as just a
comfort feature, the defroster is a safety feature. Air conditioning also improves the air quality,
which may benefit people with certain health problems, by dehumidifying and cleaning the air as
its cooled passing over the evaporator fins.
All the components of the Climate Control system work together as a complete system. Under-
standing the relationship between these components will help you accurately verify and diag-
nose complaints. For example, when a customer selects Defrost, the system opens the fresh air
intake door, activates the heater core and refrigerant loop, directs air over the evaporator and the
heater core, and blows this warm, dry air through the defroster ducts on the dashboard. If any
one of these components isn't working properly, the customer will have concerns about poor
defroster performance. Similarly, a customer may have concerns with poor air conditioner perfor-
mance if the Sunload sensor has failed and the ATC is no longer accounting for the heating
caused by sunlight on the vehicle.
2 WHAT IS CLIMATE CONTROL?

SYSTEM OVERVIEW
All Nissan and Infiniti vehicles, except the first and second generation Nissan Quests, have the
same basic refrigerant loop components, and all models except the Frontier, Xterra, Versa,
Cube, and Sentra are available with ATC. Once you've learned how the basic systems work, you
can apply this knowledge to any vehicle.
The five major components of the refrigerant loop are:
• Evaporator
• Compressor
• Condenser
• Liquid tank (receiver/drier)
• Expansion valve
Condenser
Compressor
Heated
Vapor
From
Cooled Liquid
Refrigerant Compressor
to Liquid Tank
(Dryer)
Evaporator
Block type
expansion valve Liquid
tank
NOTE: The receiver/drier is referred to as the “liquid tank” in electronic service manuals.
WHAT IS CLIMATE CONTROL? 3

The basic operation of the refrigerant loop is quite simple: it moves heat from the interior of the
vehicle to the outside air.
• The compressor compresses the refrigerant and directs it through the system.
• The condenser transfers heat to the outside air and condenses the refrigerant to a liquid.
• The receiver drier (liquid tank) filters the refrigerant and stores any excess liquid.
• The thermal expansion valve (TXV) sprays a mist of refrigerant into the evaporator to start the
loop again.
• The evaporator absorbs heat from inside the passenger compartment and incoming air when
the intake is set to FRESH.
All these components are connected by rigid metal tubes and flexible hoses, and are sealed with
various seals and O-rings.
A variation of this basic system layout is found in the first and second generation Nissan Quest,
which has a fixed orifice tube (FOT) and an accumulator in the basic system and a thermal
expansion valve (TXV) in the optional rear air conditioner.
The engine compartment is a harsh environment due to vibration and heat, so it's no surprise the
most common A/C problem is low refrigerant charge due to gradual leakage.
System Diagram - Refrigerant Loop Components
High-pressure Low-pressure
Pressure relief valve gas liquid
liquid gas
D S
Refrigerant
pressure
sensor
Outside air
Condenser
Liquid tank
Blower motor
Evaporator
Expansion valve

Review Questions
1. Climate Control allows customers to do which function: (Check all that apply)
Allow customers to adjust air temperature, control humidity, and the direction of dis-
charged air
Allow customers to set the in-vehicle temperature to a comfortable setting
Create an environment warmer, colder, or more comfortable than the ambient (outside
air)
All of the above
2. The compressor performs which of the following functions:
The compressor transfers heat to the outside air
The compressor filters and stores the refrigerant
The compressor compresses the refrigerant and directs it through the system
Absorbs heat from the passenger compartment
Safety
Automotive air conditioners operate under high pressures and use refrigerants that can be dan-
gerous if improperly handled. Service and repairs should be performed only by properly trained
persons who understand refrigeration systems and their operation. They must have access to
specialized service tools and equipment while following approved safety precautions. Addition-
ally, any HVAC system refrigerant recovery repairs require special licensing.
• Always wear eye protection when working on the refrigerant loop. If refrigerant contacts your
eye it may freeze and cause permanent injury.
• Refrigerant can quickly cause frostbite. Avoid skin contact with refrigerant. Always wear
gloves when working with refrigerant.
• Work in a well ventilated area. Since refrigerant evaporates quickly, breathing may become
difficult due to lack of oxygen in poorly ventilated areas.
• Keep refrigerant away from open flame. Poisonous gas is produced when R-12 refrigerant
burns.
• Never heat liquid refrigerant above 104° F. as this may cause the container to explode. Never
apply direct flame to a refrigerant container.
• Keep refrigerant containers stored below 104° F.
• Never release refrigerant directly into the atmosphere. It's a federal law with fines and impris-
onment for anyone releasing refrigerant into the atmosphere. Always use approved recovery,
recycling, and charging equipment.

• Never mix R-134a and R-12 or their refrigerant oils. Results will range from poor A/C system
performance to expensive component and equipment damage.
• There are many different Federal, state, and local ordinances controlling the use of refriger-
ants and their release into the atmosphere. Make sure you comply with these ordinances,
including training and certification.
Refrigerant
Operation
The refrigerant in an air conditioning system absorbs, transports, and then releases heat via the
condenser. A good refrigerant must have a number of specific characteristics. It must be:
• Compatible with a wide variety of materials such as brass, aluminum, copper, steel, rubber
and neoprene.
• Oil soluble, which allows it to circulate through the system with the oil.
• Non-poisonous and non-flammable.
Unfortunately, no single substance found in nature has all these characteristics. Automotive
refrigerants are man-made compounds developed especially for automotive air conditioning sys-
tems.
Automotive refrigerant has changed over the years from ammonia gas, to R12 (Freon), to
R134a. The characteristics of each gas and the purpose in the refrigerant system have remained
the same. The primary automotive refrigerant in general use today is R134a. Although the name
“Freon” is sometimes used to refer to any automotive refrigerant, “Freon” is a registered trade-
mark of DuPont.
R134a refrigerant is more environmentally friendly than R-12. Systems using R134a have
slightly higher pressures than an R12 system. In addition, R134a systems use a different type of
refrigerant oil which is specific to the type of compressor. R134a systems use a lower charge of
refrigerant compared to R12 systems.
There is a distinct temperature-pressure relationship for R-134a refrigerant. As the pressure
increases, the boiling point rises. Refer to the chart on the following page for these relationships.

R134a Temperature - Pressure Comparison
Temp Pressure Temp Pressure

°F psig °F psig
16 15.3 100 124
18 16.7 102 129
20 18.0 104 133
22 E 19.4 106 137
24 V 21.9 108 142
26 A R 22.4 110 147
28 P A 24.0 112 152
30 0 N 25.6 114 156
32 R G 27.3 116 162
34 A E 29.0 118 C 167
36 30.8 120 O 172
T
N R
38 O 32.6 122 178
D A
40 R 34.5 124 182
E N
45 39.5 126 G 188
N
50 44.9 128 S E 194
55 50.7 130 E 200
60 56.9 135 R 215
65 63.6 140 230
70 70.7 145 247
75 78.3 150 264
80 88.4 155 283
85 95.0 160 301
90 104 165 321
95 114 170 342
Review Question
1. Refrigerant should be compatible with which of the following materials: (Check all that
apply)
Brass, aluminum, copper, steel, rubber, neoprene
Titanium, magnesium, copper, steel, rubber, neoprene
Steel, neoprene, synthetic oil, cosmoline
Brass, magnesium, copper, galvanized steel

Malfunctions
All automotive A/C systems eventually require service. A typical A/C system needs recharging
every three or four years, and contamination in the system (water, incorrect oil, dirt, metal frag-
ments, acids) can cause a wide variety of problems. Much contamination can be prevented by
keeping things clean while working on the HVAC system. Make sure all valves and fittings are
free of grease and dirt, and keep the protective caps on components, lines, and hoses until
ready for installation. Always flush the system using equipment made for flushing AC systems
after failure of the compressor, receiver/drier, or accumulator, as these components can intro-
duce debris into the system when they fail. Always verify you are using the right type of oil for the
compressor.
Diagnosis
Cooling performance will be inadequate if the refrigerant is undercharged. To rule out other
causes of poor cooling performance, perform touch and feel diagnosis. If the refrigerant charge
is low, the thermal expansion valve and receiver/drier (or the fixed orifice tube) will be warm or
slightly cool to the touch. Both high-pressure and low-pressure readings are low if refrigerant
undercharge is the cause. Always check for leaks and make any required repairs before recharg-
ing the AC system. As a rule of thumb, never increase the amount of R134a refrigerant charged
into the AC system. R134a systems operate more efficiently than R12 systems and require less
refrigerant.
The compressor may be High-pressure Low-pressure
Pressure relief valve
noisy if the refrigerant is COOL
gas liquid
overcharged. If the A/C HOT Compressor

High-pressure
liquid
Low-pressure
gas
alternates between work-
ing well and not working,
an excessive refrigerant
charge may be causing Liquid tank
Outside air
HOT
icing. If both high-pressure Refrigerant
and low-pressure readings pressure

sensor
are high, and particularly if Condenser
splashing water on the

WARM
condenser lowers the Blower motor
pressure, you will need to Evaporator
remove enough refrigerant COOL
to meet the specification in WARM COLD
the service manual.

Expansion valve

A better understanding of basic principles of refrigeration,
makes diagnosing A/C problems easier. Refrigeration works
by taking advantage of a few simple physical principles:
1. Heat travels from high temperature to low temperature
areas.
2. Compressing a gas or vapor increases both its temper-
ature and pressure.
3. Removing heat from a gas or vapor makes it condense
into a liquid. TEMPERATURE
INCREASES
4. Raising the temperature of a liquid makes it evaporate

AT REST COMPRESSION
into a gas or vapor.
GAS GAS
When refrigerant enters the evaporator as a mist, it vapor-

izes and absorbs heat from the passenger compartment and
fresh intake air until the refrigerant leaves the evaporator as a
slightly superheated vapor.
The vaporized refrigerant travels through the low-pressure
vapor lines to the compressor. The pistons in the compres-
sor pressurize the refrigerant raising its temperature.
This hot, high-pressure refrigerant vapor goes through the
high-pressure vapor lines to the condenser at the front of the
car. Because the refrigerant is much hotter than the outside air, air passing through the con-
denser absorbs heat from the refrigerant. As the refrigerant loses heat, it condenses to a liquid.

Next, the warm liquid refrigerant passes through the liquid line to the receiver/drier (liquid tank)
to absorb any moisture or impurities which could damage the system.
System Diagram - Refrigerant Loop Components
liquid gas
D S
Refrigerant
pressure
sensor
Outside air
Condenser
Liquid tank
Blower motor
Evaporator
Expansion valve
The refrigerant is still a warm liquid as it continues through the liquid line to the thermal expan-
sion valve (TXV). When the refrigerant leaves the thermal expansion valve (TXV), the liquid
refrigerant vaporizes. During normal system operation, the TXV allows enough liquid refrigerant
into the evaporator to keep it partially filled with vaporizing liquid refrigerant while the system
operates.
Review Questions
1. R134a systems require charging a greater amount of refrigerant into the system compared
to R12 systems: (Check one)
True
False
2. Identify which of the following statements are correct: (Check all that apply)
Heat travels from high temperature to low temperature areas.
Compressing a gas or vapor increases both its temperature and pressure.
Removing heat from a gas or vapor makes it condense into a liquid.
Raising the temperature of a liquid makes it evaporate into a gas or vapor.
All of the above

Refrigerant Loop Components
The refrigerant loop consists of a group of components which are connected by rigid lines and
flexible hoses which are sealed with O-rings and seals. There are also two service ports, one on
the high pressure side and one on the low pressure side, to allow access to the refrigerant for
diagnosis and repair.
System Diagram
liquid gas
D S
Refrigerant
pressure
sensor
Outside air
Low pressure
service port
Condenser
High pressure
service port
Liquid tank
Blower motor
Evaporator
Expansion valve
The major components in a standard thermal expansion valve (TXV) system are:
• Evaporator
• Compressor
• Compressor clutch
• Condenser
• Receiver/drier (liquid tank)
• Block type thermal expansion valve

Fixed Orifice Tube Systems (V40 and V41 Quest Only)
The front air conditioning system available on the first and second generation Quest is the only
fixed orifice tube system used in a Nissan vehicle.
LOW PRESSURE VAPOR
HIGH PRESSURE VAPOR
Accumulator
Compressor
Condenser
FIXED ORIFICE TUBE Evaporator
LOW PRESSURE LIQUID
HIGH PRESSURE LIQUID
1. The compressor moves the refrigerant through the loop starting as a high pressure, high
temperature vapor. Remember the temperature-pressure relationship.
2. Heat is released from the refrigerant to cooler air flowing over the condenser fins. This
causes the refrigerant vapor to condense into a high pressure/high temperature liquid. The
refrigerant leaves the condenser as a warm, high temperature, high pressure liquid.
3. The fixed orifice tube (FOT) uses a preset opening to reduce the pressure of the refrigerant
and limit the amount of refrigerant entering the evaporator. Unlike the TXV, there is no feed-
back and no adjustment of refrigerant flow to increase efficiency. The refrigerant enters the
fixed orifice tube as a warm, high pressure liquid and leaves as a low pressure, low temper-
ature liquid before entering the evaporator.
4. In the evaporator, the refrigerant absorbs heat from the air circulating in the passenger
compartment. This heat transfer causes the refrigerant to finish evaporating and cools the
air in the passenger compartment. The refrigerant leaves the evaporator under low pres-
sure as a low temperature vapor.

5. The refrigerant enters and leaves the accumulator as a low temperature, low pressure
vapor. The accumulator stores, filters and removes moisture from the refrigerant. It also
stores refrigerant oil and prevents liquid refrigerant from entering the compressor. Notice
that the accumulator is located on the low pressure side of the refrigerant loop, while the
receiver/drier (liquid tank) is located on the high pressure side.
NOTE: FOT systems use an accumulator to dry, filter, and store refrigerant. It is placed
between the evaporator and the compressor to collect any liquid refrigerant in the
low pressure lines before it reaches the compressor.
Compressor
Operation
The compressor moves the
refrigerant through the
refrigerant loop. It also
pressurizes the refrigerant
vapor until it becomes a
high pressure, high tem-
perature vapor, hot enough
it can transfer heat to the
outside air in the next com-
ponent, the condenser.
NOTE: The compressor circulates refrigerant oil throughout the system to lubricate other
moving parts such as the expansion valve.
A system that uses a fixed displacement compressor, such as a fixed rotary vane type without a
suction throttling valve or a swash plate type compressor will cycle the compressor ON and
OFF to control evaporator (and interior) temperature.
Systems equipped with variable displacement compressors such as the V-5 and V-6 do not
cycle ON and OFF. Instead of cycling during operation, the V-5 and V-6 compressors change
displacement or refrigerant output to control evaporator temperature by using a pressure feed-
back system which controls piston stroke length.

Since the compressor circulates refrigerant oil along with the refrigerant, it is necessary to know
what type of oil to use. There are different refrigerant oils based on the type of refrigerant. Poly-
alkylene Glycol (PAG) oil is used for R-134a refrigerant.
V-6 Variable Displacement Compressor
The V-6 variable displacement compressor magnet clutch remains engaged continuously rather
than cycle ON and OFF as fixed displacement compressors do. The V-6 compressor provides a
means of “refrigerant capacity control.” The variable displacement compressor is a swash type
compressor that changes piston stroke in response to the required cooling capacity.
The tilt of the wobble (swash) plate allows the piston’s stroke to change so the refrigerant dis-
charge can be continuously changed from 13.5 to 146 cm3 (0.824 to 8.91 cu. in.).
High interior heat load causes the compressor variable discharge to pump refrigerant at maxi-
mum capacity while low interior heat load causes the compressor variable discharge to pump
refrigerant at minimum capacity. Once the interior reaches the desired temperature, the com-
pressor minimizes the stroke which also minimizes the load on the engine.

Compressor Clutch
Operation
The compressor clutch is an electro-mechani- Compressor Clutch
cal assembly that transfers mechanical power
from the engine to the compressor via a belt.
The clutch engages the compressor using an
electromagnet in response to various sensor
input signals. In older fixed-displacement
compressors, the clutch would stop and start
the compressor to control refrigerant flow. For
swash-plate/variable-displacement compres-
sors, the clutch operates continuously.
Malfunctions
Extreme operating conditions can cause the
compressor clutch to fail. Compressor clutch
problems are often mistaken for compressor failure, as mentioned in the discussion of the com-
pressor.
Diagnosis
If the compressor is not operating, is operating poorly, or is operating noisily, check the com-
pressor clutch and belt for slippage. Remove the belt and turn the compressor clutch by hand to
check for noise and proper contact. (Caution: These parts may be hot.) Idler pulley bearings,
when worn, also create a grinding noise that could be misdiagnosed as a compressor clutch or
compressor.
The clutch should always remain engaged for variable-displacement compressors. Compres-
sors that are fixed displacement should engage and disengage as the system cycles on and off.
If the clutch does not engage, check the electrical circuit and also check the clutch to see if it
engages when supplied with current.
On vehicles with an IPDM E/R, A quick test for compressor circuitry inspection is done using the
AUTO ACTIVE TEST. See the appropriate ESM PG section for information on this test.

Refrigerant Lines and Hoses
Operation
Air conditioning system lines and hoses are an integral part of the system. They direct refrigerant
and oil between system components and they prevent leaks under conditions ranging from low
temperature and pressure to high temperature and pressure. Hose diameter and type is deter-
mined by the application: rigid tubing (lines) between the evaporator and liquid refrigerant lines
(low temperature and pressure), and flexible tubing (hoses) between the condenser and the
compressor (high pressure and temperature).
An easy way to tell which lines and hoses are high pressure and low pressure lines and hoses is
the high pressure lines and hoses are smaller diameter than those for the low pressure side of
the system.
In the past, lines and hoses relied on refrigerant oil to seal the hoses and prevent leakage at
hose and line fittings. Newer air conditioning systems use barrier-type hoses that are self-seal-
ing and prevent refrigerant leakage with or without refrigerant oil.

Condenser
Operation
The condenser operates very much like the radi-
ator in a car, transferring heat to the outside air
by passing hot coolant through a collection of
tubes and fins. Both the condenser and the radi-
ator are placed at the front of the vehicle and
have fans to ensure air flow even when the vehi-
cle is stopped in traffic.
After refrigerant leaves the compressor, it enters
the condenser as a high temperature, high pres-
sure vapor. As the refrigerant travels through the
condenser it is cooled by outside air flowing over
the condenser fins. The refrigerant in the con-
denser coils changes from a vapor to a liquid and
leaves the condenser as a warm, high pressure
liquid. Because the refrigerant temperature is so
high when it enters the condenser, it is always
hotter than the outside air, and can lose heat to
the air even on a hot day. However, just like the radiator, the condenser transfers heat least
effectively when you need it the most-when it's very hot outside.
Three types of condenser are used in Nissan and Infiniti vehicles: serpentine flow, parallel flow,
and sub-cooling. You can identify the parallel flow condenser by the refrigerant end tank and
smaller, more closely spaced center section tubes, as illustrated above.
Sub-cooling Condenser
The sub-cooling condenser has an extra cool- 1st and 2nd
ing pass inlet between the receiver/drier and Passes
the lower third of the condenser for extra cool-

Inlet
ing/condensing power.
Malfunctions Liquid Tank

(Receiver Dryer)
Condenser malfunctions are usually caused by
internal collision damage, or obstructed air
flow through the cooling fins. Noise or a vibra-
tion may result from the condenser fins or lines Outlet to
Expansion Valve
touching the body due to deteriorating rubber
3rd Pass
mounts. (Final Sub-cool Pass)
Diagnosis
If the condenser has internal restrictions, the air conditioner will be less efficient. Touch and feel
diagnosis will show the high side is hot and the low side is warm. High side pressures will be

high and low side pressures will be low. Collision damage can crimp tubes without breaking
them, causing a restriction rather than a leak.
Another cause of poor cooling performance is obstructed air flow, which can be diagnosed by
inspection. Leaves, plastic bags, dirt, and other trash sticking to the front of the condenser block
or limit air flow. Inspect for debris between the condenser and radiator while inspecting the cli-
mate control system. At low speeds an inoperative condenser fan can cause the same symp-
toms as obstructed air flow, so make sure the fan is operating. If an air flow problem exists, touch
and feel diagnosis will show that both inlet and outlet are hot, as no heat is transferred out of the
refrigerant. If you check with gauges, both high and low side pressures will be higher than nor-
mal.
The condenser tubes are often overlooked as a source of refrigerant leakage and should be
checked thoroughly during a leak check procedure. Rocks or other debris on the highway may
create a hole in the condenser tubes.
If the condenser seems to be making or transferring noise, check the rubber mounts for deterio-
ration and replace if needed.
Liquid Tank (Receiver/Drier)
Operation
The receiver/drier, sometimes referred to as the liquid tank, is a
container with an inlet and outlet at the top. The liquid tank FILTER
contains filters and a layer of desiccant inside. Older models
were cylindrical, but the new pointed base design makes it
easier to recover small amounts of refrigerant at the bottom.
DESICANT
The receiver/drier has three functions in the refrigerant loop:
• Stores refrigerant
• Removes moisture from the refrigerant using a REFRIGER-
ANT desiccant
• Filters contaminants and debris from the refrigerant
REFRIGERANT
Malfunctions
Receiver/drier malfunctions are often caused by contaminants
clogging the filter. The desiccant can only absorb a certain
amount of water before it becomes saturated. In either case, the receiver/drier requires replace-
ment.
Diagnosis
If the receiver/dryer is restricted, discharge air will be warm. Touch and feel diagnosis will show
the inlet is warm and the outlet is cold. Frost may even appear on the bottom of the receiver/
drier. When a restriction is present, manifold gauge readings will show the high side to be high
and the low side to be low or at a vacuum depending on the degree of restriction. This occurs

when refrigerant passes through the restriction. The refrigerant expands suddenly and loses
heat, as if it were in a thermal expansion valve.
If the receiver/drier is saturated with moisture, the outlet air starts out cold but warms up in 5 to
10 minutes. Excessive moisture causes freezing in the thermal expansion valve when the refrig-
erant temperature drops. If this happens, touch and feel results show a warm inlet and a cold
(even frosted) thermal expansion valve. Manifold gauge readings will be the same as those for a
restricted receiver/drier.
NOTE: At one time, it was standard practice to replace the receiver/drier whenever the
system was opened. In recent years, however, tests have shown this is no longer
necessary due to improved desiccant materials. You may have already seen service
bulletins directing technicians to reuse the receiver/drier in most circumstances.
The receiver/drier should only be replaced if:
• The compressor is seized
• Refrigerant oil contains metallic flakes
• Diagnosis indicates a major blockage
If you can't document a specific reason to replace the receiver/drier, it will not be
covered on warranty claims. If you encounter a car with a third-party extended war-
ranty which requires receiver/drier replacement on all A/C work, discuss the situa-
tion with your Service Manager.
NOTE: This is sometimes a difficult problem to understand, when there is a restriction in

the system like at the receiver/drier or at the expansion valve, the high side pres-
sure is lower than normal. If there is less refrigerant going to the compressor from
the restriction, the compressor has less to pump so the pressure is lower. If the
restriction were close to the compressor then the refrigerant would hydro-lock and
the pressure would be high. As long as there is room in the system to store the
refrigerant between the compressor and the restriction, then the high side pressure
is low.
Review Questions
1. The compressor performs which of the following operations: (Check all that apply)
Condenses refrigerant to a liquid
Moves refrigerant through the refrigerant loop
Reduces the pressure on the system so the refrigerant is able to vaporize in the evapo-
rator
Pressurizes the refrigerant until it becomes a high pressure, high temperature vapor

2. Refrigerant enters the condenser in which of the following properties: (Check one)
Low pressure liquid
Low pressure gas
High pressure liquid
High pressure gas
3. The Liquid Tank performs which of the following tasks: (Check all that apply)
Stores refrigerant
Removes moisture from the refrigerant
Filters contaminants and debris from the refrigerant
Filters and stores excess refrigerant oil
HVAC Module and Intake Assembly
Operation
Most current HVAC systems consist of an HVAC module/unit assembly. The HVAC module
assembly contains the heater core, the door system, and evaporator core. The blower housing is
a separate unit. The cooling unit in the HVAC assembly contains the evaporator core, the block
type thermal expansion valve, and the door system. The intake unit contains the intake door,
thermo resistor or fan control amplifier, and a blower.
A control system (controlled manually or electronically) directs air over the heater core to raise
the temperature, over the evaporator to lower the temperature and humidity, and through the
desired vents. In vehicles with manual controls, the customer determines the airflow with a com-
bination of settings, which directly control heating, air conditioning, vent position, and fresh air
intake. With automatic temperature control (ATC), a central controller uses sensor input to con-
trol these components and determine which route air takes through the HVAC module. It also
determines the most efficient fan speed.
HVAC UNIT
BLOWER UNIT
Malfunctions
Each of the A/C components is discussed separately, and the door system is discussed under
ATC.

Intake Door
Operation
The intake door is automatically controlled by the unified meter and
auto amplifier or the driver to help obtain the set temperature. The
intake door motor positions the intake door to control either fresh out-
side air, recirculated air (air recirculated through the passenger com-
partment) or a mix of both fresh air and recirculated air into the
passenger compartment. Refer to the service manual for each vehicle
for the wiring diagram and physical location of the intake door motor.
Exceptions to automatic control occur in defrost mode. In defrost
mode, the intake door is set in the fresh air position. In manual recircu-
late mode, the intake door is set in the recirculate position.
Malfunctions
The control rod to the intake door may be dislodged or mis-adjusted, or the intake door motor
can fail. Also, the switch on the control panel or the connection to the auto amplifier can be dam-
aged.
Diagnosis
If the intake door is stuck in the recirculate position, the defroster will be less effective and the air
in the car may seem stuffy or musty. If the intake door is stuck in the fresh air position, this would
be less noticeable except when trying to use the recirculate setting to avoid outside odors.
If the door is stuck midway, the defroster may be somewhat less effective, but otherwise this
fault would not be very noticeable.
If the intake is stuck on fresh air, the air mix is stuck on hot, and the mode is stuck on defrost,
check the unified meter and auto amplifier.
Using self-diagnosis, follow the directions in the service manual to find malfunctioning compo-
nents and rule out other control problems.

Thermal Expansion Valve
Operation
All Nissan and Infiniti vehicles (except the Quest's front
air conditioner) use a thermal expansion valve (TXV) to
control refrigerant flow into the evaporator. The TXV
uses a controlled restriction for reducing refrigerant
pressure and controlling the amount of refrigerant flow
into the evaporator. Refrigerant enters the TXV as a
warm, high pressure liquid. When refrigerant leaves the
TXV, it is a cold, low pressure liquid just beginning to
vaporize.
Refrigerant flow through the evaporator is moderated by
feedback from a sensing bulb at the evaporator outlet
tube. This sealed sensing bulb contains a gas that
responds to the temperature of the refrigerant at the out- Thermal Expansion Valve
let of the evaporator and changes the pressure on the with Sensing Bulb
diaphragm in the TXV.
As the temperature of the evaporator rises, the valve opens to release more refrigerant. As the
temperature falls, the valve closes to stop refrigerant flow and prevent evaporator icing.
On earlier expansion valves the sensing bulb must have good thermal contact with the evapora-
tor's outlet tube, so it is usually wrapped with insulating foam tape.
All current Nissan and Infiniti vehicles use a
Block Type Expansion Valve. This valve func- Block Type Expansion Valve
tions exactly the same as the standard expan-
Inlet
sion valve with one exception, the sensing
bulb is contained in the valve housing.
It could be said that TX Vs use a variable valve
controlled by a feedback mechanism, which
allows changing the refrigerant flow volume in
response to varying temperature conditions
increasing efficiency.
Outlet
Malfunctions
The TXV can stick open, stick closed or Valve
become restricted. The sensing bulb can also
malfunction, causing the TXV to stay closed. The opening of the valve is very small. If the valve
opening becomes restricted with contaminants, the TXV should be replaced along with the
receiver/drier.

Diagnosis
A TXV that is stuck closed or partially restricted will cause the discharge air to be cool to warm.
Not enough refrigerant is enters the evaporator preventing efficient cooling. The high side of the
system reads high and the low side of the system reads very low.
NOTE: When the TXV is closed all the way, refrigerant continues flowing through the valve.
If there is debris in the valve then it could prevent the flow of refrigerant completely.
If the TXV is closed or completely restricted, you will not be able to hear the normal hissing or
spraying sound. The discharge air will be warmer, the high side pressure will be higher than nor-
mal, and the low side may range from very low to a vacuum. Because no refrigerant is flowing
into the evaporator, evaporator temperature remains high. A closed TXV may cause the com-
pressor to run continually as it tries to cool the passenger compartment. Variable-displacement
compressors will remain at maximum capacity. Fixed-displacement compressor systems will
never cycle off. Contamination by particles typically restricts or closes the valve. Also, if the
sensing bulb, its capillary tube, or the diaphragm has failed, the TXV will close. If examination of
the failed TXV shows contamination, flush the system and replace the receiver/ drier.
If the TXV is stuck open and flooding the evaporator with refrigerant, outlet air will be slightly
cool to warm. Touch and feel diagnosis will find the tubes leading from the TXV are quite cold,
and frost or ice may be present. High side pressure will be slightly high and the low side will
read high. A stuck open TXV may also cause the evaporator to freeze up. If the evaporator
freezes, air flow from the outlet vents will be reduced. Ice formation can damage the evaporator,
so this is a serious condition. Typically, water or wax contamination or mechanical failure will lock
a TXV in the open position. If examination of the failed TXV shows contamination, flush the sys-
tem and replace the TXV, tube, and receiver/ drier (Liquid Tank).
NOTE: The ACR5 AC Service Center has the capabilities of flushing an AC system. Refer
to the owner's manual for the proper procedure and adapters.

Block Type Thermal Expansion Valve (TXV) System
1. The compressor moves the refrigerant through the loop
starting as a high pressure, high temperature vapor.
Remember the temperature-pressure relationship.
2. Heat is released from the refrigerant to cooler air flow-
ing over the condenser fins. This causes the refrigerant
vapor to condense. The refrigerant leaves the con-
denser as a warm, high temperature, high pressure liq- Block Type Expansion Valve
uid.
3. The refrigerant enters and leaves the receiver/drier as a warm, high pressure liquid. The
receiver/drier stores, filters and removes moisture from the refrigerant. Its equivalent in the
fixed orifice system is the accumulator.
4. The thermal expansion valve (TXV) uses a variable restriction to reduce the pressure of the
refrigerant and control the volume of refrigerant entering the evaporator. If too much refrig-
erant enters the evaporator, it will not completely evaporate. If too little refrigerant enters
the evaporator, it will evaporate too quickly. In either case, the system will not cool effi-
ciently.

5. In the evaporator, the refrigerant absorbs heat from the air circulating in the passenger
compartment. This heat transfer causes the refrigerant to finish evaporating and cools the
air in the passenger compartment. The refrigerant leaves the evaporator under low pres-
sure as a low temperature vapor.
The sealed, gas-filled sensing bulb on the TXV senses the temperature of the evaporator
and adjusts the TXV accordingly. Refrigerant enters the TXV as a warm, high pressure liq-
uid and leaves as a low pressure, low temperature liquid as it enters the evaporator.
This feedback allows the thermal expansion valve system to operate more efficiently than a
fixed orifice tube (FOT) system, which uses a preset opening to meter refrigerant.
Evaporator
Operation
The refrigerant entering the evaporator from the thermal expansion valve is a cold, low pressure
liquid just starting to vaporize. As air flows across the evaporator fins the refrigerant continues to
vaporize as it absorbs the heat transferred from the air to the evaporator.
Previous Style Evaporator Newer Model Evaporator
The evaporator has a tube-and-vane construction similar

to a radiator, and performs the same basic task: heat Block type
transfer. It is located in the HVAC module, along with a expansion valve
blower motor to circulate warm air past it to absorb the
heat and send cooler air into the passenger compart-
ment.
The evaporator also dehumidifies the air. As warm,
humid air passes over the evaporator core, water in the
air condenses on the cold evaporator, just like it does on
a cold glass of your favorite beverage. Dry air feels
cooler than its actual temperature and allows the body to
cool itself more efficiently. Drying the air also relieves the
sticky, clammy feeling of extremely humid air, and prevents humidity from building up on the

inside of the vehicle. Air being sent to the defroster vents also passes over the evaporator to
remove excess moisture, which helps it clear fog from the windshield more effectively.
Malfunctions
The evaporator is a very reliable component. Evaporator malfunctions are limited to obstructed
air flow or internal restrictions.
Air flow can be blocked by air flow
through the In-Cabin Micro filter (if
equipped) leaves, paper, or other debris
In-Cabin Microfilter
falling into the HVAC module through the
air intake or interior vents and being held
against the evaporator by the air from the
blower. Ice forming on the outside of the
evaporator fins (see “Diagnosis” below),
may also block air flow and reduce air
conditioning performance.
On vehicles with the In-Cabin Micro filter, the entry of airborne dust and pollen particles are fil-
tered and restricted before they reach the evaporator coils.
If the Receiver/Drier fails, desiccant particles from the receiver/drier may lodge in the evaporator
core, although they are more likely to clog the TXV. Replacing a damaged or failed receiver/drier
or compressor without flushing the system may allow debris to reach the evaporator. This is why
it's important to fix everything right the first time, and think ahead to the consequences of a com-
ponent failure.
Moisture removed from the air collects in the evaporator housing and flows out a drain tube.
Occasionally, debris will clog the drain and water will accumulate in the HVAC module. Custom-
ers typically are concerned about a stagnant odor or even water dripping on their feet when it
sloshes out of the evaporator case on sharp turns. Except for this situation, musty odors from the
evaporator are much less common now due to water-repelling and mildew-resistant coatings on
the evaporator core and case.
To protect the mildew-resistant coating, never clean an evaporator with anything stronger than
dish washing detergent or other mild soap.
Diagnosis
During touch and feel diagnosis (discussed later), the incoming line of a properly operating
evaporator is cool, the evaporator is just above freezing, and the outgoing line is warm.
• Air flow through the discharge vents will decrease if air flow through the evaporator is
obstructed. Check for leaves or other foreign objects inside the cooling unit.
• Evaporator icing can be a serious problem because the expansion of water as it freezes can
crack the evaporator. When the humidity inside the vehicle is extremely high, water may con-
dense on the evaporator and freeze if the surface temperature is cold enough.

• Ice buildup on the evaporator fins blocks air flow and causes symptoms noticed by the cus-
tomer, such as poor or intermittent cooling. Except in conditions of excessive humidity, this is
typically caused by a defective thermal expansion valve (TXV). Since it takes a while for ice to
form, and it will often melt after the evaporator is blocked long enough for the temperature to
rise above freezing, the customer may report that the air conditioner seems to work intermit-
tently. However, if a variable discharge compressor fails so it is always in its maximum stroke
position, this will also cause the same symptoms.
• Any water in the refrigerant may freeze inside the evaporator. The symptoms would be similar
to the above, and would be cured by recycling the refrigerant to remove the water and
replacing the receiver/drier or accumulator (liquid tank), as applicable.
• A restriction in the evaporator causes slightly cool air at the discharge vents. Touch and feel
diagnosis shows the incoming line is cool, the evaporator is not as cold as it should be, and
the outgoing line is also cool, due to poor heat transfer. High side pressures may be close to
normal and low side pressures will be lower than normal. If the evaporator is completely
restricted, you may get a vacuum reading on the low side manifold pressure gauge.
Lubricants
Operation
Automotive air conditioning lubricants are specially formulated because of how and where they
operate. Air conditioning oils must be “dry” (having little or no water content) and mix with the
system's refrigerant so they can circulate. They must lubricate system components under tem-
peratures ranging from -30° F to 200° F. Refrigerant oil is circulated throughout the system by
the compressor.
Different oils are used in automotive A/C systems, based on the
type of refrigerant. Polyalkylene Glycol (PAG) oil is used for R-
134a refrigerant.
The three types of PAG oil are:
• PAG-R for rotary compressors
• PAG-S for swash plate compressors N is m
s
T Y P a n A /C S y s t e i l
• PAG-F for the FOT system on the V40 and V41 Quest. Pa r E S ( DH -P S ) O
t No. 0
KLH00-PAGS
• ND-11 for the Hybrid Altima, Hybrid M, and the Leaf
Refer to the service manual for the correct oil for the system you
are servicing.
NOTE: PAG oil is very hygroscopic as it absorbs moisture from the atmosphere. PAG oil
should be exposed to the atmosphere as little as possible while charging an R134a
system.

Malfunctions
Oil contamination, including moisture, can cause system failures. Improper lubrication can cause
abnormal wear to the compressor as well as corrosion to other system components.
Different types of refrigerant oil (even PAG oils) are not interchangeable and should never be
mixed. Because vehicles with R-12 systems continue coming in for service, it is important to
remember that R-12 systems use mineral oil instead of PAG oil. Adding PAG oil to an R-12 sys-
tem (or vice versa) can cause seal failure and refrigerant leakage.
In old R-12 systems, lines and hoses relied on refrigerant oil to maintain seal integrity and pre-
vent leakage at hose and line fittings. Newer R134a air conditioning systems use barrier-type
hoses that are self-sealing and prevent refrigerant leakage with or without refrigerant oil.
Insufficient oil in the system causes compressor failure due to lack of lubrication, but excess oil
collects in the condenser and prevent proper cooling performance. When working with the
ACR5 AC Service Center or replacing components, make sure to replace the exact amount of
oil required. The best way to be certain is draining all the oil from the component, then refill with
the amount specified in the service manual.
Diagnosis
If the compressor sounds as though it needs lubricating, it probably does. Check the system for
debris, and replace the compressor if needed.
If cooling performance is poor despite several recent repairs, the system may contain excess
lubricant, especially if oil was added to the system without draining and measuring all the oil.
Review Questions
1. Fill in the missing answer for the following questions:
2. All Nissan vehicles except the first and second generation ____________ front air condi-
tioner use a thermal expansion valve.
3. Refrigerant flow through the evaporator is moderated by feedback from a
_______________ _______________ at the evaporator outlet tube.
4. As the temperature of the evaporator rises, the valve _______________ to release more
refrigerant.
5. The thermal expansion valve (TXV) uses a _______________ restriction to reduce the pres-
sure of the refrigerant and control the volume of refrigerant entering the evaporator.
6. The refrigerant entering the evaporator from the thermal expansion valve is a cold,
______________ _______________ _______________ just starting to _______________.
Climate Control Variations

There are two basic types of climate control: manual temperature control (MTC) and automatic
temperature control (ATC). Manual controls are self-explanatory and will not be discussed in

detail; however, many of the diagnostic exercises are designed specifically for vehicles with
manual climate control systems.
Over the past decade, ATC has progressed from being a luxury item offered only on high-end
models to an option available on nearly all models. Understanding how ATC interacts with the
other climate control systems is often the key to diagnosing problems. Understanding how
HVAC functions also helps verify customer concerns, whether by clarifying the symptoms or
demonstrating that the customer misunderstood the normal operation of the system.
Automatic Temperature Control (ATC) Overview

The Automatic Temperature Control (ATC) system is designed to act much like a home thermo-
stat for central heating. It keeps the interior of the vehicle at a set temperature without the cus-
tomer monitoring the controls or changing the fan speed. In addition to keeping a constant
temperature, the system tries to reach the set temperature in the most comfortable manner for
the vehicle occupants.
While there are different ways to accomplish these goals, the basic operation of the ATC system
is the same for all vehicles. Information on specific models can be found in the Auto Air Descrip-
tion section of the service manual (HA section). Briefly, the unified meter and auto amplifier
sends signals to the actuators to control the positions of the air distribution doors and the speed
of the blowers, based on input from the temperature sensors.
The five major types of components of the ATC system are blowers, air distribution doors, tem-
perature sensors, microprocessors, and actuators.
Side ventilator Center ventilator Side ventilator
duct duct duct
Defroster duct
Ventilator
Intake door
FRE
door
REC
Defroster
door
Foot
door Rear foot
Evaporator Air mix Heater duct
door core

HEATING
The heating system is extremely simple. Hot engine coolant circulates through the heater core;
air is blown across the heater core and into the passenger compartment. ATC systems control
both the blower speed and the amount of directed through the heater core.
Heater Core
Operation
The heater core is like a small secondary radiator that transfers heat from the engine cooling sys-
tem into the passenger compartment when warm air is desired. Just like a radiator, it has tubes
and fins to transfer heat to the air from the hot engine coolant flowing inside.
Malfunctions
Optimum heater performance depends on good cooling system performance. If any compo-
nents of the cooling system are malfunctioning, the operation of the heating system will be
affected as well.
Diagnosis
If the heater is slow to reach full temperature, the thermostat may be stuck open, causing the
engine to warm up slowly. In addition to a thermostat, certain engines (such as the VQ30DE,
VQ35DE, QR25DE, and the VK56DE) also have a water control valve, which prevents coolant
flow into the heater core until the engine warms up. A slight delay in heating is normal for vehi-
cles equipped with a water control valve.
30 HEATING
Cooling System
VQ35DE Cooling System
Poor heating performance can also be caused by air in the system. The air will rise to the highest
point in the system, which is often the heater core. Using a coolant purging funnel or cooling
system refill system is the easiest way to purge air bubbles. Otherwise, you will need to lift the
vehicle's front end as much as 18" and suspend the overflow reservoir from the hood to make
sure no air is trapped. Certain vehicles have air bleeding points in the cooling system, which
simplify cooling system service.
Bleeding the Cooling System Without the Coolant Refill and Bleeding Tool
Refilling the cooling system requires bleeding air from the system during the refill procedure.
Use the following procedure as necessary:
1. Remove the air relief plug from either the heater hose or the intake manifold.
2. Fill the radiator and reservoir tank to the specified level.
3. When engine coolant overflows the air relief hole on heater hose or intake manifold, install
the air relief plug with clamp.
4. Continue filling the engine coolant.
5. Install radiator and reservoir caps (note correct position).
HEATING 31
6. Warm up engine until thermostat opens by varying the engine speed between idle and
4,000 rpm.
7. Stop the engine and allow it to cool down to less than approximately 50° C (122° F.).
8. Refill the reservoir tank to “MAX” level line with engine coolant if necessary.
9. Repeat steps 6 - 8 two or more times with reservoir tank cap installed until engine coolant
level no longer drops.
10. Check cooling system for leaks.
11. Warm up the engine and check for sound of coolant flow while running the engine from idle
to 3,000 rpm while also positioning the heater temperature between hot and cold. If air
remains in the system a gurgling sound may be noticeable in the heater core.
12. If a gurgling sound is heard, repeat steps 6 - 11 as necessary.
Cooling System Refill Procedure

Engine Long Life Coolant Refill Tool J-45695
When refilling the cooling system with Venturi assembly
w/ vent tube
coolant, always use Coolant Refill Tool J-
45695. Use of this tool during service or
maintenance provides the following ben- Gauge body assembly
w/ refill tube
efits:
Radiator
• Ensures complete filling without cap adapter
trapped air bubbles in the cooling

system
• Avoids air pockets in the cooling
system which can cause:
- Overheating
- Poor heater performance TP020006
- Gurgling noise from the heater

core
Review Questions
1. The unified meter and auto amplifier in an ATC vehicle controls which of the following com-
ponents: (Check all that apply)
Air distribution doors
Blower speed
Fresh/Recirc door
Fresh/Recirc door
Air mix door
Thermal expansion valve
32 HEATING
2. Select the most correct answer describing heater cores: (Select one)
The heater core is like a small secondary radiator
The heater core is similar in design to a condenser
The heater core adds heat to the passenger compartment by thermal convection
3. The cooling system refill tool provides which of the following benefits when servicing a
cooling system:
Ensures complete filling without trapped air bubbles
Avoids air pockets in the system
Increases the ability of the condenser to remove heat from the refrigerant
Improves coolant flow through the cooling system
Engine Coolant Temperature Sensor (Thermal

Transmitter) Thermistor
Operation
The thermal transmitter or engine coolant temperature
sensor (ECT) sends coolant temperature information
from the coolant passages in the engine to the unified
meter and auto amplifier. Until the ECT indicates the
engine has reached a specified temperature, the unified meter and auto amplifier will not send a
signal for starting fan speed control. This prevents the heater from blowing cold air on the pas-
sengers, and helps the engine warm up somewhat faster. Refer to the service manual for each
vehicle for wiring diagram information and physical location of the thermal transmitter.
Malfunctions
Since the thermal transmitter is an electrical component, either the part itself or the wires leading
to it can be damaged or disconnected. If the thermal transmitter fails, the auto amplifier will be
unable to determine the temperature of the heater core and will fail to turn on the heater.
Diagnosis
If the heater fails to operate, the thermal transmitter is a possible cause as it indicates to the
ECM, the engine temperature remains low.
nents and rule out other control problems. If the vehicle is CONSULT-III compatible, you should
be able to detect a failed ECT using Data Monitor and/or self-diagnosis results.
HEATING 33
Heater Pump
Since 2004 on the Quest and 2005 on the Path-
finder, a heater pump for ATC vehicles is used.
Located in the engine compartment near the
bulkhead is the heater pump. The heater pump
only operates when the heater is set to full hot
(90° F) and the fan speed is set to high. The
pump provides quicker heating to the larger
cabin area of the Quest and Pathfinder.
Malfunctions
Anytime a customer has a concern of poor heat-
ing performance inspect the heater pump opera-
tion. The customer may complain of poor heating
with the engine idling.
Diagnosis
Inspect heater pump operation with the controls set to 90° F. Battery voltage is supplied to the
pump through the heater pump relay.
Heater Water Valve

Beginning with the 2004 model year, the Armada and QX56 utilize a Heater Water Valve for
improving maximum cooling when using the MAX AC setting. The water valve cuts the flow of
engine coolant to the front and rear heater cores. This valve is controlled by the front air control
unit through the water valve relay. The relay and valve are energized cutting coolant flow anytime
MAX A/C is selected. The 2011 QX56 no longer uses the heater water valve for cutting hot
water flow into the passenger compartment.
Malfunctions
Insufficient cooling with all AC system pressures correct.
Diagnosis
Inspect for a stuck open Heater Water Valve or a faulty heater valve relay.
Cooling System Electrolysis

In general, cooling system failures result after neglect and/or the use of poor quality coolant.
Multiple heater core failures could be the result of high acidity in the cooling system due to elec-
trolysis. If leaks are found in the heater core and no physical damage to the heater core is pres-
ent, inspect the cooling system for possible electrolysis.
34 HEATING
Testing for Electrolysis
Check for voltage in the cooling system by touching the negative contact of a voltmeter to the
battery ground or a known good engine ground and place the positive lead in the coolant. Keep
the positive lead from touching any metal part of the cooling system or radiator.
1. Determine if the coolant condition is
acceptable using the following proce-
dure:
b. Record the radio station presets for
all channels.
c. Remove the negative and positive
battery cables from the battery.
d. Touch the negative lead of the DMM
to an adequate engine ground.
e. Set the positive lead of the DMM
into the coolant without touching
any portion of the radiator housing.
f. Check the voltage in the cooling system. If the voltage is less than or equal to 0.4 volts
the cooling system acidity is at an acceptable level. If the voltage is greater than 0.4
volts, the cooling system requires flushing.
g. Flush the cooling system and refill it with Genuine Nissan Long Life Coolant.
Review Questions
1. The Heater Pump used on the Quest and Pathfinder operate when the climate control tem-
perature is set to what value: (Check one)
75° F.
80° F.
85° F.
90° F.
2. Cooling system electrolysis takes place when the measured voltage in the cooling system
is above what voltage value: (Check one)
0.2 Volts
0.3 Volts
0.4 Volts
0.5 Volts
AUTOMATIC TEMPERATURE CONTROL

The Automatic Temperature Control (ATC) system is designed to keep the interior of the vehicle
at a set temperature without the customer having to monitor the controls. In addition to keeping
the set temperature constant, the system tries to reach the set temperature in the most comfort-
able manner for the vehicle occupants.
HEATING 35
Because the ATC system controls the heating and air conditioning functions, it is important to
verify customer complaints to make sure the customer understands how to use ATC most effec-
tively. It is also possible for a malfunctioning ATC system to prevent the system from operating
correctly, even though the refrigerant loop is in good working order. You can use self-diagnosis
routines and CONSULT to help identify ATC problems.
While there are different ways to monitor the system and maintain a set temperature, the basic
operation of the ATC system is the same for all vehicles. Information on specific models can be
found in the Auto Air Description section of the service manual (HA section). Regardless of the
vehicle, ATC systems use certain components for automatic temperature control.
All ATC systems currently installed in Nissan and Infiniti vehicles use “Dual Zone Automatic Tem-
perature Control”.
Preset Switch (WIth Plasmacluster System)
Temperature control dial Fan Defroster Temperature control dial
(driver side) (UP) (DEF) MODE (passenger side)
A/C switch switch Switch
switch
A/C MODE
PUSH OFF PUSH

AUTO DUAL
AUTO switch OFF switch Fan Rear window Intake DUAL switch
(DOWN)
switch defogger switch
switch
ATC Components
An ATC system needs to monitor the temperature outdoors (ambient sensor), the temperature
inside the vehicle (in-vehicle sensor), the temperature of the AC evaporator core (thermal trans-
mitter), and the heat from sunlight shining on the vehicle (sunload sensor). Most ATC systems
also monitor the temperature of the air at the evaporator (intake sensor) and the in-vehicle tem-
perature (in-vehicle sensor). The unified meter and auto amplifier translates this input into com-
mands to the motors for the air mix door, mode door, intake door, and the blower in the HVAC
module. It also controls the operation of the compressor in fixed-displacement systems and the
amount of air passing through the heater core.
Unified Meter and A/C Amplifier
Operation
The unified meter and A/C amplifier regulates air temperature, direction, and air volume using
inputs from various sensors and controlling the operation of components. This is similar to how
the ECM monitors engine conditions and controls the fuel and exhaust systems. Consult the ser-
36 HEATING
vice manual for each vehicle for the wiring diagram and location of the unified meter and A/C
amplifier.
Input / Output System Chart with Rear Ventilation
Preset switch A/C LAN system

• Temperature control dial
(Potentio temperature control) Mode door motor Ventilator door
• A/C switch
• Fan control dial PBR (Position
Max. cool door
• Intake switch balanced resistor)
• MODE switch
• Defroster switch Defroster door
• OFF switch
• AUTO switch Foot door
Air mix door motor Rear ventilator door

(Driver side)
Intake sensor PBR (Position Air mix door (Driver side)
Unified balanced resistor)
meter and
A/C Amp. Air mix door motor
Ambient sensor (Micro- (Passenger side)
Computer) Air mix door (Passenger side)
PBR (Position
balanced resistor)
In-vehicle sensor
Intake door motor
Intake door
PBR (Position
Sunload sensor balanced resistor)
ECM IPDM E/R
Blower motor
Compressor
Engine coolant temperature sensor
Refrigerant pressure sensor
Malfunctions
Since the unified meter and A/C amplifier is a micro-computer, either the component itself or the
wires leading to it can be damaged or disconnected. If the unified meter and A/C amplifier fails,
the ATC system will not function properly.
Diagnosis
If the system appears to be stuck on defrost, fresh air, and heating, there is a problem with the
unified meter and A/C amplifier and/or mode door motor. These are the default settings for
safety reasons.
Follow the directions in the service manual for self-diagnosis to find malfunctioning components
and rule out other control problems.
HEATING 37
Dual Zone Automatic Temperature Control
Preset Switch (WIth Plasmacluster System)
Temperature control dial Fan Defroster Temperature control dial
(driver side) (UP) (DEF) MODE (passenger side)
A/C switch switch Switch
switch
A/C MODE
PUSH OFF PUSH

AUTO DUAL
AUTO switch OFF switch Fan Rear window Intake DUAL switch
(DOWN)
switch defogger switch
switch
SET Temperature
60° F 90° F
Left Right
Current vehicles with ATC contain the Dual Zone climate control. This allows the driver and pas-
senger to establish individual temperature settings.
Malfunctions
The driver or passenger temperature settings remain fixed in only one position.
Diagnosis
Inspect the air mix door operation for the faulty side. Use self-diagnosis or CONSULT-III to find
malfunctioning components and ruling out other faults.
38 HEATING
Fans and Blowers
Operation
Fans and blowers move fresh or recirculated air across the
evaporator and heater cores providing cooled or heated air
for the climate control system. Without blowers, the refriger-
ant inside the evaporator would absorb very little of the heat
from the passenger compartment. Similarly, the cold air in
the passenger compartment would absorb very little of the
heat from the hot coolant inside the heater core.
In a vehicle with ATC, the unified meter and auto amplifier
sends signals to the fan speed control to determine the
speed of the blower, according to the operating conditions.
The blower motor circuit on manual A/C systems uses a fixed or stepped resistor for fan speed
control. This type of resistor is commonly used to control electrical motor speeds. By changing
the position of the fan switch, resistance is either increased or decreased within the fan circuit. If
the current flows through a low resistance, higher current flows through the motor to ground and
the blower speed increases. If the fan switch is placed in the low speed position, an additional
resistance is added tot he ground side of the circuit. Less current flows through the motor to
ground which causes it to operate at a lower speed.
Refer to the service manual for each vehicle for the wiring diagram and physical location of the
fans, resistors, and blowers.
Malfunctions
Fans and blowers rarely fail. However, there are still a few potential problems:
• Foreign objects may obstruct or damage the blades
• Wiring or controls may fail
• Bearings may wear and fail
Brushless Blower Motors

Some Nissan and Infiniti systems now utilize a brushless
blower motor. Brushless motors have the permanent Brush-less motor +
magnets on the rotor and the electromagnets on the sta-
Current Magnet
tor. The magnet on the blower motor is considered a
rotating magnet. Coil
S S
N S
ON
ON N Magnet Transistor
Transistor rotation course
HEATING 39
The unified meter and A/C auto Brush-less Blower Motor Duty Cycle Percentage & Oscilloscope Pattern
amp. controls the motor speed Blower fan speed
2nd 3rd 4th 5th 6th 7th
(Manual) 1st
instead of controlling voltage sup- Vent mode
plied to the mechanical brushes.

The unified meter and A/C auto Blower motor
amp. controls the speed of the connector M109
terminal No. 2
(Oscilloscope)
motor by controlling the duty cycle Approx. Approx. Approx. Approx. Approx. Approx. Approx.
1.6 ms 1.6 ms 1.6 ms 1.6 ms 1.6 ms 1.6 ms 1.6 ms
signal sent to the motor (see illus-
tration to the right). The blower Approx. Approx. Approx. Approx. Approx. Approx. Approx.
Duty ratio
motor speed is calculated by the (Duty cycle)
25% 33% 41% 51% 61% 71% 83%
unified meter and A/C amp. based Tx

x 100 (%)
on input signals from the PBR NOTE: Duty ratio =
Approx. 1.6 ms
(Potentio-Ballast-Resistor), in-
vehicle sensor, sunload sensor, intake sensor, and ambient sensor. The chart above indicates
the duty cycle percentage of ON time for various blower motor settings.
Blower System Diagnosis

A distinctive buzzing or rattling noise from the dashboard area when the fan is running usually
indicates leaves, paper, or other debris have fallen inside the blower. Other noises may indicate
something more substantial damaged the blades, or the bearings are worn.
If the fan will not operate at all, it is most likely a control or wiring problem. Since fan and blower
operation depends on several different controls, failure of any of those components or their wir-
ing will prevent the fan or blower from operating. The fan may also have been disconnected from
its power supply or ground.
Fan Speed Control
Operation
Fan speed is based on the difference between the set temperature selected by the customer
and the actual temperature of the vehicle interior. If there is a big difference between set temper-
ature and the actual interior temperature, the system switches to a high fan speed. As the inte-
rior temperature approaches set temperature the fan speed decreases.
Fan speed also varies to compensate for sunload. On some vehicles, fan speed also varies
according to the ambient (outside) temperature. Fan speed can also be manually controlled.
The unified meter and auto amplifier uses the fan speed control to translate its signals into differ-
ent voltage levels to control the speed of the blower motor. Refer to the service manual for each
vehicle for the wiring diagram and physical location of the fan speed control.
40 HEATING
Malfunctions
Since the fan speed control is an electrical component, either the part itself or the wires leading
to it can be damaged or disconnected. If the fan speed control fails, the blower motor will not
turn on.
Diagnosis
If the fan does not operate and the fan switch is good, the fan speed control is a possible cause.
Starting Fan Speed Control
Operation
Automatic Mode
Fan speed is automatically controlled by the temperature setting, ambient temperature, in-
vehicle temperature, intake temperature, amount of sunload and air mix door position.
When pressing the AUTO switch, the blower motor gradually increases air flow volume.
When engine coolant temperature is low, the blower motor operation is delayed preventing cool
air from flowing into the passenger compartment.
Starting Fan Speed Control - Cold Soak

Start up from COLD SOAK Condition (Automatic mode)
In a cold start up condition where the engine coolant temperature is below 56° C (133° F), the
blower does not operate for a short period of time (up to 150 seconds). The exact start delay
time varies depending on the ambient and engine coolant temperature. In the most extreme case
(very low ambient), the blower start delay is 150 seconds as described above. After this delay,
the blower will operate at low speed until the engine coolant temperature rises above 56° C
(133° F), and then the fan speed increases to the objective speed.
Start up from usual or HOT SOAK Condition (Automatic mode)

The blower begins operation momentarily after the AUTO switch is pressed. The fan speed
increases gradually to the objective speed over a time period of 3 seconds or less (actual time
depends on the objective fan speed).
Using CONSULT-III, follow the directions in the service manual to find malfunctioning compo-
nents and rule out other control problems. If the vehicle is CONSULT-III compatible, you should
HEATING 41
be able to detect a failed starting fan speed control using HVAC Data Monitor on CONSULT-III
HVAC compatible vehicles and Engine Data Monitor on all models.
Engine Data Monitor
HVAC Data Monitor
Fan speed Compensation
Sunload
Max. fan VENT, B/L mode and
When the in-vehicle temperature and the set speed sunload-Hi (Duty cycle increase)
Blower motor drive duty ratio
(%)
temperature are very close, the blower operates at
low speed. The low speed varies depending on the
sunload. During conditions of low or no sunload, the
fan speed is at a duty ratio of 25%. During high VENT, B/L mode and Except VENT,
sunload conditions, the unified meter and A/C amp. sunload-Lo (Duty cycle decrease) B/L mode
COLD HOT
increase the fan speed duty ratio to 49%. Unified meter and A/C amp.
calculated temperature
42 HEATING
Fan Control
IGN Blower
Operation M motor
An ATC system typically runs the blower at a faster IC

speed when the difference between the set tempera- 4 3 1
ture and the in-vehicle temperature is greater. In other
words, the fan blows fastest when the ATC is trying to
cool down a hot car or warm up a cold one. When the Blower circuit 32
system is merely maintaining the set temperature, it brushless type A/C auto amp.
slows down the blower, which also allows the system blower motor
to operate more quietly. The IC circuit in the blower
assembly or fan control amplifier controls fan speed in response to signals from the unified
meter and A/C auto amplifier or front air control. Refer to the service manual for each vehicle for
the wiring diagram and physical location of the fan control amplifier.
System Operation Auto A/C with brush type blower motor
A/C LAN system

(PBR built-in air mix door + Ignition switch ON
motor, mode door motor Front air control
and intake door motor)
In-vehicle sensor Blower

M motor
Input Micro-
Sunload sensor signal computer
process Output
signal
process Fan
Intake sensor control
amp.
Front air control switches

• PTC
• AUTO switch
• MODE switches
• Blower control dial
• OFF switch
Malfunctions
Since the IC circuit in the blower motor or fan control amplifier is a microprocessor, either the
component itself or the wires leading to it can be damaged or disconnected. Power surges or
physical impacts can damage it. If the fan control amplifier fails, the ATC system will be unable to
operate the blower and no air will flow from the ducts.
Diagnosis
If the fan does not operate, a failed fan control amplifier is one of the possible causes.
Using self-diagnosis, follow directions in the service manual to find malfunctioning components
HEATING 43
Review Questions
1. Which of the following statements best describes brushless blower motors: (Check all that
apply)
Brushless motors have the permanent magnets on the stator
The magnet on the blower motor is considered a rotating magnet
The unified meter and A/C auto amp controls blower speed by controlling duty cycle
All of the above
2. When the engine coolant temperature is below 56° C (133° F), the blower does not oper-
ate for what period of time: (Check one)
Up to 120 seconds
Up to 130 seconds
Up to 140 seconds
Up to 150 seconds
3. Under vehicle hot soak conditions, the blower does not operate for what period of time:
(Check one)
1 second or less
2 seconds or less
3 seconds or less
4 seconds or less
In-vehicle Sensor
The in-vehicle sensor sends passenger compartment
temperature information to the unified meter and auto
amplifier or front air control assembly. The sensor is
located on the instrument panel near the drivers side.
The sensor converts variations of in vehicle tempera-
ture into a resistance value which is input into the uni-
fied meter and A/C amplifier. The sensor utilizes an
aspirator for drawing air across the thermistor by cre-
ating a low or negative pressure from the blower fan.
The in-vehicle sensor provides in-vehicle temperature
information for controlling passenger compartment temperatures to the specified value set on
the AC controls. The sensor is a negative coefficient thermistor (NCT) or sometimes referred to
as a Non-Linear Thermistor (NLT). For these types of sensors, when the temperature increases
the resistance decreases.
in-vehicle sensor.
Malfunctions
Since the in-vehicle sensor is an electrical component, either the part itself or the wires leading
to it can be damaged or disconnected. If the in-vehicle sensor fails, the ATC system will be
44 HEATING
unable to determine whether the in-vehicle temperature has reached the set temperature, and it
will keep heating or cooling.
Diagnosis
If the ATC will not stop heating or cooling at the set temperature, the in-vehicle sensor is a pos-
sible cause.
Using self-diagnosis follow the directions in the service manual to find malfunctioning compo-
Compressor Clutch Control
Operation
In vehicles without variable-displacement compressors, the compressor clutch is ON any time
the ATC system is in the automatic or defrost modes unless the ambient temperature is too low
(approximately 35° F). The compressor is OFF in the economy mode; however, the ATC will try
obtaining the set temperature without the compressor. Refer to the service manual for each
vehicle for the wiring diagram and physical location of the compressor clutch control.
Malfunctions
Since the compressor clutch control is an electrical component, either the part itself or the wires
leading to it can be damaged or disconnected. If the compressor clutch control fails, the com-
pressor will not cycle ON. This will also occur if either the auto amplifier or the ATC receives an
improper signal.
Diagnosis
If the compressor does not cycle ON the compressor clutch control is a possible cause.
HEATING 45
All Nissan and Infiniti vehicles are CONSULT-III compatible. This allows technicians to view sig-
nals which indicate AC compressor operation, fan operation, AC pressure sensor, and AC ON
signal operation. Information is located in both HVAC and engine for AC operation.
Engine Data Monitor
HVAC Data Monitor
Using CONSULT-III in ENGINE rather than HVAC enables you to quickly view the AC pressure
sensor values. A low or high pressure sensor voltage value will disable the AC Compressor
Magnet Clutch due to it being an input to the ECM. The ECM via a signal from the A/C auto
amplifier activates or disables the AC Relay in the IPDM E/R dependant upon input voltage sig-
nals.
Ambient Sensor
Operation
The ambient sensor sends outside air temperature
information to the unified meter and A/C amplifier. It is
located just inside the vehicle's grill, in front of the
condenser. The sensor is a negative coefficient thermistor
(NCT) or sometimes referred to as a Non-Linear Thermistor
(NLT). For these types of sensors, when the temperature
increases the resistance decreases.
Ambient Temperature Input Process

The automatic amplifier includes a processing circuit for the ambient sensor input. However,
when the temperature detected by the ambient sensor increases quickly, the processing circuit
retards the front air control function. It only allows the front air control to recognize an ambient
46 HEATING
temperature increase of 0.33° C (0.6° F) per 100 seconds. As an example, consider stopping
for a cup of coffee after high speed driving. Although the actual ambient temperature has not
changed, the temperature detected by the ambient sensor will increase. This is because the
heat from the engine compartment can radiate to the front grille area, location of the ambient
sensor.
ambient sensor.
Malfunctions
Since the ambient sensor is an electrical component, either the component itself or the wires
leading to it can be damaged or disconnected. Since it is located at the front of the engine com-
partment, it is subject to more severe conditions than the sensors located inside the passenger
compartment. If the ambient sensor fails, the ATC system will be unable to determine the outside
temperature and the air conditioner may not cycle on. If the circuit is open, this signal will be
interpreted as a very low temperature. The unified meter and A/C amplifier will not send a signal
to turn on the compressor.
Diagnosis
If the air conditioner will not blow cold even though touch and feel diagnosis shows the refriger-
ant loop is functioning properly, the ambient sensor is a possible cause.
Sunload Sensor
Operation
The Sunload sensor measures the amount of sunlight
entering the vehicle and sends this information to the uni-
fied meter and A/C auto amplifier. The Sunload is
detected by means of a UV Photo Diode or a Non-Linear
Photo Resistor. The Sunload sensor converts the Sun-
load into a current value which is then input into the uni-
fied meter and A/C auto amplifier. The sensor is located
on the dashboard near the windshield.
HEATING 47
Sunload Input Process Sunload sensor
The front air control also includes a processing circuit which
averages the variations in detected sunload over a period of
time. This prevents drastic swings in the automatic temperature
control system operation due to small or quick variations in
detected sunload. For example, consider driving along a road
bordered by an occasional group of large trees. The sunload 15 37
detected by the sunload sensor varies whenever trees obstruct A/C auto amp.
the sunlight. The processing circuit averages the detected
sunload over a period of time, so the (insignificant) effect of the
trees momentarily obstructing the sunlight does not cause any change in the automatic
temperature control system operation. On the other hand, shortly after entering a long tunnel, the
system recognizes the change in sunload, and the system reacts accordingly.
Sunload sensor.
Malfunctions
Since the Sunload sensor is an electrical component, either the part itself or the wires leading to
it can be damaged or disconnected. If the Sunload sensor fails, the ATC system will be unable to
determine whether or not sunlight is warming the passenger compartment, and will not cool the
car sufficiently on hot, sunny days.
Diagnosis
If the air conditioner is not cold enough on hot, sunny days, the Sunload sensor is a possible
cause.
Using self-diagnosis, follow directions in the service manual to find malfunctioning components
48 HEATING
Intake Sensor
Operation
All current Nissan and Infiniti vehicles use an intake sen-
sor attached to the evaporator to send evaporator intake
air temperature information to the A/C amp. or unified
meter and A/C amplifier. The intake sensor is located on
the heater and cooling unit. The sensor determines evap-
orator and intake air temperature. The sensor is a negative
temperature coefficient (NTC) thermistor which changes
resistance value depending upon temperature. The sen-
sor converts temperature of air after it passes through the evaporator into a resistance value
which is then input to the front air control or unified meter and A/C auto amplifier. The intake
temperature sensor provides a means for controlling compressor stroke or operation depending
upon evaporator and intake air temperature.
Refer to the service manual for each vehicle Temperature vs. Resistance
for the wiring diagram and physical location of
the intake sensor. 12
High In-Vehicle Temperature Starting 11

Control 10
On ATC vehicles when the evaporator fin 9
temperature is high after a hot soak condition 8

Resistance (ΩΚ)
[intake sensor value exceeds a specified 7

amount depending upon vehicle application], 6
to prevent hot discharged air flow into the 5
passenger compartment, the A/C auto amp. 4
suspends front blower motor activation for 3
approximately 3 seconds so the front 2
evaporator is cooled by refrigerant. 1
-15 -10 -5 0 5 10 15 20 25 30 35 40 45 °
Low Temperature Protection Control (5) (14) 23) (32) (41) (50) (59) (68) (77) (86) (95) (104) (113) (°
When the intake sensor detects the front Temperature
evaporator fin temperature is below a

specified value (depending upon vehicle), the A/C amp. requests the ECM turn the compressor
OFF.
• • When the front evaporator fin temperature returns to a specified value, the compressor
clutch engages from a signal provided by the ECM and A/C amp. or A/C Auto Amp.
HEATING 49
Malfunctions
Since the intake sensor is an electrical component, either the part itself or the wires leading to it
can be damaged or disconnected. If the intake sensor fails, the ATC system will be unable to
determine the evaporator is working and the air conditioner will not cycle on or off as expected.
Diagnosis
When the intake sensor fails, it appears to be an open circuit. This is interpreted by the system
as a signal that the evaporator or intake air temperature is too cold, and the compressor is
turned off. Using self-diagnosis follow directions in the service manual to find malfunctioning
components and rule out other control problems.
Refrigerant Pressure Sensor
Operation
The refrigerant pressure sensor attaches to the condenser or liquid tank. The sensor protects
against excessively high or low refrigerant pressures. If the pressure rises above or below spec-
ification, the refrigerant pressure sensor sends a voltage signal to the ECM indicating high or
low pressure in the refrigerant system. The ECM then ceases to supply power to the A/C relay
which disengages and stops the compressor when pressure on the high pressure side (as
detected by refrigerant pressure sensor).
Malfunctions
The sensor could stay at a specific voltage
or go above or below the specification caus-
ing the AC compressor magnet clutch to be
inoperative.
Diagnosis
Voltage for the refrigerant pressure sensor
can be viewed using CONSULT-III under
ENGINE.
Review Questions
1. The in-vehicle sensor, intake sensor,
and ambient senor are referred to as Engine Data Monitor
which type of thermistors: (Check one)
Positive coefficient thermistor
Negative coefficient thermistor
Linear thermistor
Upscale thermistor
50 HEATING
2. The sunload sensor is referred to as which type of resistor: (Check one)
UV Photo diode or Non-linear photo resistor
UV Photo diode or linear photo resistor
UVB Non-linear photo resistor
Photo linear resistor
3. The refrigerant pressure sensor attaches to which components: (Check one)
Compressor or high pressure line to condenser
Receiver dryer or condenser
Low pressure line between evaporator and compressor
High pressure line between condenser and receiver dryer
Air Mix Door and Motor
Operation
The air mix door position is controlled by the unified meter and auto amplifier and ATC, based on
input from the various input sensors. The position of the air mix door directs cold air, hot air or a
mixture of cold and hot air into the passenger compartment to bring the interior temperature to
the set temperature. Refer to the service manual for each vehicle for the wiring diagram and
physical location of the air mix door motor.
Side ventilator Center ventilator Side ventilator
duct duct duct
Defroster duct
Ventilator
Intake door
FRE
door
REC
Defroster
door
Foot
door Rear foot
Evaporator Air mix Heater duct
door core
Malfunctions
The control rod to the air mix door can get dislodged or mis-adjusted, or the air mix door motor
aged.
Diagnosis
If the air mix door is stuck in the cold air position there will be no heating and possibly cold air
blowing. If the air mix door is stuck in the hot air position, there would be no cooling and most
likely hot or warm air blowing instead. If the door is stuck midway, the air will always be warm
rather than hot or cold as appropriate.
HEATING 51
If the air mix is stuck on hot, the mode is stuck on defrost, and the intake is stuck on fresh air,
Mode Door
Operation
The mode door controls the direction and distribution of
discharge air according to the set temperature. If the dis-
charge air is hot, the mode door directs air to the foot
vents. If discharge air is cool, discharge air is generally
directed to the face vents. Discharge air that is the same
temperature as the set temperature is distributed in the bi-
level (face and foot) mode. Refer to the service manual for
each vehicle for the wiring diagram and physical location
of the mode door motor.
Malfunctions
The control rod to the mode door can get dislodged or mis-adjusted, or the mode door motor
aged.
Diagnosis
If air is coming out of the wrong vents, there is a problem with the mode door, its motor, the con-
trols or any potential adjustments.
If the mode is stuck on defrost, the air mix is stuck on hot, and the intake is stuck on fresh air,
Automatic Temperature Control Using self-diagnosis, follow directions in the service manual to
find malfunctioning components and rule out other control problems.
52 HEATING
Potentio Balance Resistor (PBR)
Operation
Potentio Balance Resistors BATTERY IGNITION SWITCH
ON
(PBR) sends door position infor- FUSE
BLOCK
10A 10A
mation to the unified meter and A/ 19 8
(J/B)
C amplifier. One PBR is located 8P 5N
in the air mix door motor and

another is located in the mode 19 6 8 9
door motor. Refer to the service BAT IGN
V REF
ILL+ ILL-
BLEND BLEND
FRONT
AIR
BLEND CONTROL
manual for each vehicle for the GND
MODE
CW
MODE
CCW
ACTR
(5V)
MODE
FEED BACK
MODE
(GND)
FEED
BACK
DR
CW
DR
CCW
20 1 14 23 21 26 22 2 3
wiring diagram and physical loca-
tion of each PBR. B
Malfunctions
Since the PBR is an electrical 1 6 3 4 2
MODE
DOOR
component, either the part itself M MOTOR
or the wires leading to it can be

damaged or disconnected. If the
PBR fails, the ATC system will
position the air mix doors incor-
rectly, and therefore the desired B B B B B 6 5 1 2 3
air mixture and temperature will AIR MIX

DOOR
M MOTOR
be incorrect.
Door Motor Circuit
Communication line
Power supply line
LCU LCU LCU LCU LCU
A/C auto amp.

PBR PBR PBR PBR PBR
M M M M M
Air mix door Air mix door Mode door Upper ventilator Intake door
motor motor motor door motor motor
(Driver side) (Passenger side)
HEATING 53
Diagnosis
If the air temperature from the vents is not the expected temperature, or the air exits the incorrect
position, the PBR is a possible cause.
If the vehicle has self-diagnosis, follow the directions in the service manual to find malfunctioning
components and rule out other control problems. If the vehicle is CONSULT-III compatible, you
should be able to detect a failed PBR using Self-Diagnosis. Other vehicles are diagnosed using
manual self-diagnosis.
Review Questions
1. The air mix door motor performs which of the following functions: (Check one)
Changes the outlet air passage between, feet, face, and defrost
Changes the intake air between fresh and recirc or a combination of fresh and recirc
Increase blower speed under hot or cold soak conditions
Directs hot or cold air into the passenger compartment
2. The Potentio Balance Resistor (PBR) provides which of the following information to the
unified meter and A/C amplifier during climate control operation: (Check one)
Door position
Blower fan speed and operation
Engine cooling fan operation
Evaporator temperature
M37/56 CONSULT-III Settings

The M37/M56 has features not found on any other Nissan or Infiniti product as of this publica-
tion date. The following table provides an overview of those items and changes that can be per-
formed using CONSULT-III.
Temperature Set Correct, REC Memory Set, and FRE Memory Set can also be adjusted on
other models such as the Murano and Maxima climate control systems using CONSULT-III.
CONSULT-III Item Notation
Temp Set Correct If the temperature felt by the customer differs from the actual air flow
temperature controlled by the temperature setting, the A/C auto
amp. control temperature can be adjusted to compensate for tem-
perature setting
REC Memory Set Controls the memory for intake air “Recirculation”. When set to
“Without” the system requires manual ON/OFF control of intake air
recirculation. When set to “With”, the climate control system auto-
matically controls the intake air between Fresh and Recirculate.
54 HEATING
CONSULT-III Item Notation
FRE Memory Set Controls the memory for intake air “Fresh”. When set to “Without”
the system requires manual ON/OFF control of Fresh intake air. The
default setting remains in the FRESH position. When set to “With”,
the climate control system automatically controls the intake air
between Fresh and Recirculate.
Blow Set Modifies the customers preference for air distribution out the
defroster door/vent. System uses Mode 1 - 4. Mode 1 is the default
and provides automatic air through the defrost vent or manual con-
trol regarding closing the vent.
Aroma Setting (Not Provides the ability to change the Forest Air settings between Nor-
currently used in U.S. mal, Weak and Strong. Normal is the initial setting where strong
Market) releases a larger amount of Forest Air into the passenger compart-
(Forest Air) ment.
Fragrance Setting (Not Modifies the Forest Air released into the passenger compartment by
currently used in U.S. releasing either one fragrance, A Fragrant Wood or B Leaf Scent. A
Market) = Fragrant Wood; B = Leaf Scent; A + B combined.
(Forest Air)
Blower Motor Setting Changes the amount of air increase when interior odors are
(Not currently used in detected. Normal = No air flow increase; Increase (initial setting) =
U.S. Market) Air flow increases slightly when interior odors detected.
(Forest Air)
Aroma Diffuser Setting Changes the diffuser from With and Without. With = aroma diffuser
(Not currently used in available; Without = aroma diffuser set to the off position.
U.S. Market))
(Forest Air)
HEATING 55
QX56 CONSULT-III Settings
Like the M37/56, the QX56 incorporates features into the climate control system not found on
all Nissan and Infiniti vehicles. Some features such as Temperature Set Correct, REC Memory
Set, and FRE Memory Set can also be adjusted on other models such as the Murano and Max-
ima climate control systems using CONSULT-III. Always consult the ESM when determining if
any of these features are incorporated into a Nissan or Infiniti vehicle.
Manual Diagnosis
Item Notation
Temp Set Correct If the temperature felt by the customer differs from the actual air flow
temperature controlled by the temperature setting, the A/C auto
amp. control temperature can be adjusted to compensate for tem-
perature setting
REC Memory Set Controls the memory for intake air “Recirculation”. When set to
“Without” the system requires manual ON/OFF control of intake air
recirculation. When set to “With”, the climate control system auto-
matically controls the intake air between Fresh and Recirculate.
FRE Memory Set Controls the memory for intake air “Fresh”. When set to “Without”
the system requires manual ON/OFF control of Fresh intake air. The
default setting remains in the FRESH position. When set to “With”,
the climate control system automatically controls the intake air
between Fresh and Recirculate.
Blow Set Modifies the customers preference for air distribution out the
defroster door/vent. System uses Mode 1 - 4. Mode 1 is the default
and provides automatic air through the defrost vent or manual con-
trol regarding closing the vent.
Gas Sensor Adjust- Changes the intake fresh/recirculation sensitivity depending upon
ment customer preference. Less sensitive ranges from +2 to most sensi-
tive -2.
Clean SW Set Controls the interlocking of the AC switch and the auto intake
switch. The initial setting enables synchronization between the AC
switch and the auto intake so the auto intake automatically is ON
when the AC is ON.
Setting 1 - Auto intake functions even with AC OFF
Setting 2 - When the AC is OFF, the auto intake is OFF
Setting 3 - Auto intake can only be turned ON when the AC is ON
Rear Temp Set Cor- If the rear AC temperature felt by the customer differs from the actual
rect air flow temperature controlled by the temperature setting, the A/C
auto amp. control temperature can be adjusted to compensate for
temperature setting
56 HEATING
Advanced Climate Control System (ACCS)
All Infiniti and some Nissan models now use the Advanced Climate Control System (ACCS).
This enhances the dual zone automatic temperature control system which has been in use for a
number of years. The system includes on most models standard rear console-mounted vents,
rear floor heat ducts, and a cabin air micro filter. Interior air temperature can also be set manually
using the instrument panel controls. Desired climate settings on some models can be linked to
individual Intelligent Keys (I-Key).
Auto Recirculation Control - Exterior Odor Sensor

ACCS includes an automatic recirculation control function that automatically switches from
fresh air to recirculated air when the emission gas sensor detects levels of certain gasses. The
sensor is located behind the front grille. When the automatic air control is ON, and the sensor
detects odors and exhaust gas, the system automatically changes from the outside air mode to
the recirculation mode.
For the first 40 seconds on vehicles equipped with Forest AirTM, recirculation mode is selected
preventing dust, dirt, and pollen from entering the vehicle, while the system cleans the air inside
with PlasmaclusterTM ions emitted from the vents. After 40 seconds, the outside odor and
exhaust gas sensor activates and automatically alternates between the recirculation mode and
outside air circulation mode.
The outside odor and exhaust gas detection sensor detects industry odors such as pulp or
chemicals, and exhaust gas such as gasoline or diesel.
Forest AirTM
The M37/56 is the first Infiniti vehicle to use the Forest AirTM feature. The Forest AirTM feature
provides a refreshing breeze-like flow of a natural forest setting in the cabin. The system senses
pollution and unpleasant odors in outside air, and automatically opens and closes air intake
ducts to reduce their concentration in the cabin. The special grape polyphenol filter and
PlasmaclusterTM air purifier help filter out allergens, dust, and mold.
HEATING 57
Inside Air Quality Sensor
Forest AirTM equipped vehicles
include an inside air quality sensor,
located under the lower dash panel.
When the sensor detects food or
tobacco odors in the cabin, the
system increases the fan speed
automatically. When the Forest
AirTM system is ON, the inside air
quality sensor turns ON. The
Outside/Inside Air Mix function
turns OFF when the air recirculation
and outside air circulation modes
are changed manually. When the
Outside/Inside Air Mix function is
not active, and the Forest AirTM
system is turned OFF and ON, the
Outside/Inside Air Mix function
activates again.
Electric Air Conditioning (A/C) System

The air conditioning system on
the Altima Hybrid uses an electric
compressor. Like electric power
steering, the electric air condition-
ing compressor shaft turns only
when air conditioning is
requested. This eliminates the
drag of belt and pulleys improving
overall economy. AC controls for
the hybrid are the same as those
found on a conventional Altima.
58 HEATING
The engine cooling sys-
tem radiator and air con-
ditioning system
condenser are manufac-
tured as a one-piece
assembly.
Electric Compressor
The electric compressor
is a fixed-displacement
scroll-type compressor mounted in a conventional location on the internal combustion engine
(ICE). The compressor is not mechanically driven by the engine, but is electrically driven by an
electric motor.
The inverter converts the 244.8-
volt (Altima Hybrid), 360 volt
(Leaf) direct current (DC) from the Inverter Scroll
HV battery to three-phase alter- compressor
nating current (AC) to run the
compressor’s electric motor. The
inverter is built into the compres-
sor.
Scroll Compressor Operation Motor
Unlike compressors with recip-

rocating pistons, the scroll Orbiting
compressor has two spiral scroll
scrolls. One scroll does not
move, and the second scroll
oscillates or “orbits” to pump
the refrigerant between the
blades of the scroll. The orbit- Stationary
ing scroll is driven by the com- scroll
pressor crankshaft. The
orbiting motion creates a series
of moving cavities between the
two scrolls. The orbiting motion
creates a series of gas pockets
traveling between the two
scrolls. As the gas being pumped is moved inward, gas temperature and pressure are increased.
On the outer portion of the scroll the pocket draw in gas, then move it to center of the scroll
where it’s discharged. As the gas moves in the increasing smaller inner pocket, the temperature
and pressure increase to the desired discharged pressure.
HEATING 59
Refrigerant and Refrigerant Oil Electric Compressor
The electric compressor requires
special high-dielectric (high-insula-
tion) refrigerant oil. Always use ND-
OIL 11 refrigerant oil in these sys-
tems. The air conditioning system
uses the same R-134a refrigerant
used in all Nissan vehicles. Refer to
the ESM for specific service informa-
tion.
Electric Compressor Service

Before servicing the electric com-
pressor, remove the Service Discon-
nect Switch (SDSW) and disable
the high voltage system. Perform the
high voltage safety tests as
described in the Altima Hybrid New
Technology training materials and
ESM for specific service information.
60 HEATING
Hybrid Air Conditioning Components
2
1. Refrigerant pressure sensor

2. Coolant circulation pump
3. Electric compressor
4. Ambient temperature sensor, radiator and condenser
CAUTION: Leak detection dye is not present in the hybrid A/C system. Its use is not recom-
mended for installation in the Hybrid AC system at any time. The dye reduces the
dielectric properties of the refrigerant. Use other methods to check for leaks.
Refer to the Altima Hybrid ESM for specific service information.
HEATING 61
Review Questions
1. The Altima Hybrid uses which type of compressor: (Check one)
Swash plate
Rotary
Electric scroll type
Piston type
2. The scroll type compressor uses how many scrolls for circulating refrigerant in the AC sys-
tem: (Check one)
One scroll
Two scrolls
Three scrolls
Four scrolls
3. The scroll type AC compressor requires the use of which type of PAG oil: (Check one)
PAG-R
PAG-S
PAG-F
ND-OIL 11
LEAF HVAC and PTC Heater

Because the LEAF
does not have an
Internal Combustion
Engine (ICE), there are
key differences in its
heating, ventilation,
and cooling (HVAC)
systems. The following
diagram highlights hey
features of the LEAF
HVAC system.
62 HEATING
Electric Compressor
Without an engine
driving the compressor,
the LEAF doesn’t need
a drive belt. It use a 4.6
kW electric compressor
for the air conditioner.
• The compressor
mounts to the drive
motor with a
bracket.
• A guard affixed to
the compressor
protects high-volt-
age.
• The compressor
design is a scroll
type that exerts capacity with high revolution speed.
• Capacity = 28 cc/rev, revolution speed = 1500 to 8300 rpm.
• Compressor weight
is approximately 14.6
lb. (6.6 kg), similar to
a conventional com-
pressor.
Refrigerant Loop
The refrigerant loop used
in the LEAF is similar to
the system used in the
Altima Hybrid and other
vehicles.
• The refrigerant flows
through the electric
compressor, then the
condenser with liquid
tank, through the evaporator and back to the compressor.
• The system uses R134a refrigerant, the same as conventional Nissan and Infiniti systems.
• Because of the high voltage used to operate the compressor, a special lubricant must be
used in the refrigeration system; Nissan A/C System Oil ND-OIL 11.
• ND-OIL 11 cannot be mixed with other refrigerant lubricants.
HEATING 63
• Only service equipment dedicated for use on high voltage A/C systems should be used for
recovery and recharging of the refrigerant used in the LEAF.
• DO NOT USE fluorescent leak detection dye in the refrigerant system.
LEAF High Voltage Heater System

The heating system used in the LEAF is a Positive Thermal Coefficient (PTC) system. With a
PTC heating element, the resistance value increases rapidly with the ignition ON and heater
operating. With this system, the heating element begins heating up and and at the same time,
the resistance increases. This differs from our NTC sensors where the resistance increases
when the temperature decreases.
The water pump is a 12-volt duty cycle type pump. This allows increases in flow as needed by
increasing the ON time of the pump or decreasing the OFF time and limiting the amount of
coolant flow into the passenger compartment. The above graphic identifies the high and low
voltage power lines.
64 HEATING
Positive Thermal Coefficient (PTC) Heater
The power train in the LEAF doesn’t generate as
much heat energy as an internal combustion
engine. This makes the system a poor source of
heat energy to warm the vehicle’s cabin.
• To generate heat energy, the LEAF’s auto-
matic climate control system has a second,
separate fluid circuit, similar to the power train
cooling system.
• The PTC heater system is filled with a 50%
solution of Super Long Life Coolant (LLC)
and demineralized or distilled water.
• An electric heater had been added to the climate control system, located in the motor com-
partment.
• It’s a high performance 5 kW unit
called a Positive Thermal Coefficient
(PTC) heater; a set of four resistors
enclosed in a housing.
• The heating system fluid passes
through this housing as electric cur-
rent passes through the four resistors.
• This generates heat and adds heating
energy to the fluid, which is then car-
ried into the cabin and used to heat
the vehicles interior.
• The PTC heater system is fully self-
contained and is not serviceable indi-
vidually.
• The PTC heater is a high voltage heater system and requires caution when servicing.
• Compared to an internal combustion engine, the heat source is extremely small.
• The PTC heater activates after turning the ignition ON.
• The PTC heater is duty cycle controlled so the target water temperature is determined by the
interior control setting.
• When starting the vehicle, the system is at a high duty cycle ON time for rapid water temper-
ature increase and passenger compartment warming.
• The system is not pressurized as the coolant never increases over 158° F.
• The overflow tank allows the system to bleed any air from the system, while the coolant cir-
culates through the heater core.
HEATING 65
LEAF HVAC Pre-Conditioning
During driving, the climate control system is
powered by the high-voltage battery. With all the
electric components in the system, the drain on
power can reduce the effective driving range.
• To reduce the amount of energy used when
driving, the climate control system has a “pre-
conditioning” function.
• The cabin can be heated or cooled, in prepa-
ration for driving, while the vehicle is con-
nected to a charging source.
• This reserves more of the battery for driving.
The driver can set pre-conditioning with the timer
or by remote activation.
• The cabin can be pre-conditioned for up to
two hours if the LEAF is connected to a char-
ger.
• It will pre-condition for up to 15-minutes if the
vehicle is not connected to a charger.
• The climate control system operates similar to
a standard system for automatic climate con-
trol or manual settings.
LEAF Pre-Conditioning Monitoring

The driver can monitor the charging and pre-
conditioning, by computer, or with a web-enabled
smart phone.
Review Questions
1. The LEAF electric vehicle heating system is
which type: (Check one)
Negative Temperature Coefficient
Subzero Thermal Coefficient
Mid-range Thermister Coefficient
Positive Thermal Coefficient
66 HEATING
2. The driver of a LEAF can pre-condition (operate) the heating or cooling system for up to
two hours when which of the following occurs: (Check one)
The vehicle battery has been charged for more than 8-hours
While the vehicle is plugged into a charging station
After driving the vehicle for 15 minutes
When the 12-volt battery is fully charged
3. The heating system requires using which type of coolant: (Check one)
50% solution of Super Long Life Coolant (LLC)
50% solution of Super Long Life Coolant (LLC)
60/40 solution of Long Life Coolant (LLC)
70/30 solution of Long Life Coolant (LLC)
50/50 ethylene glycol anti-freeze
Air Conditioning Service Ports

Operation
Service ports are pressure fittings for hose and gauge connections, and the only legal or safe
openings in the air conditioning system. Each type of refrigerant, R-12 or R134a has its own
type of service port to prevent accidental cross-contamination. Service ports are located in the
low and high pressure refrigerant lines. You will use service ports to connect the manifold gauge
set and the ACR5 AC Service Center when you are diagnosing and servicing the refrigerant
loop. The service caps on a R134a system also act as the seal for the service fitting.
Caps
The valve
Inspect threads
Inspect for
cracks
Inspect seals
Valve Body
SERVICE PORT OPENING
body on R134a systems is not the seal. Systems with missing caps will leak refrigerant.
Service port couplers close by rotating counter-clockwise. Never connect quick couplers
with their valves open or the engine running.
Unlike previous systems, the valve body is not just a sealing point and the cap is not just for
keeping out dust. Due to the molecular size of R134a, the sealing cap is the sealing point, not
the valve body. Service ports should always have sealing caps installed to prevent leakage to the
atmosphere.
HEATING 67
Malfunctions
Service ports rarely fail, but make sure the valve stems and threads are not worn, and the sealing
caps are in good condition.
Diagnosis
Always inspect the sealing caps for cracks, worn seals, or damaged threads. Check for refriger-
ant leaks if you see oil or fluorescent leak detection dye in or around the service port.
Seals and O-Rings
Operation
Refrigerant seals and O-rings are made of special synthetic materials that keep refrigerant and
oil in and contamination out. Seals and O-rings fit between refrigerant components, fittings, and
lines to form the sealing points in the system.
Nissan and Infiniti vehicles use a type of refrigerant connection improving sealing characteristics
and preventing damage during installation. The O-ring has been relocated and provided with a
groove in the fitting for proper installation. This eliminates the chance of the O-ring being caught
in, or damaged by, the mating part. The sealing direction of the O-ring is now set vertically in
relation to the contacting surface of the mating part to improve sealing characteristics.
Always consult the service manual for the correct O-ring part numbers and specifications.
FORMER-TYPE NEW-TYPE
Apply Do not apply Apply Do not apply

lubrication lubrication oil lubrication lubrication oil
oil oil
Shape
O-ring
O-ring
NG . NG
I.D
Inflated O-ring
portion W groove
NG NG
I.D.=Inside Diameter W=Width
OK OK
TC970635
68 HEATING
General tips for working with O-rings:
Bolt
• Always replace used O-rings. A/C tube
• Be careful not to damage the O-ring or tube. Push down

until flange Flange
• When connecting a tube, apply lubricant to circle of O- is fully
seated
against
ring as shown in the illustration. Use the correct lubri- mating part
cant for the system, and avoid applying lubricant to the Threaded hole
threaded portion. O-ring

Mating part
• O-rings must be closely attached to the indented por-

tion of the tube.
• Connect the tube until you hear it click, then tighten the nut or bolt by hand until snug. Make
sure that the O-ring is installed correctly to the tube.
• Conduct a leak test after connecting a line to make sure the connection seals properly. If a
leak is found, recover and evacuate the system, then disconnect the line and replace the O-
ring. Tighten the connections of the seal seat to the specified torque.
Review Questions
1. The refrigerant cap used on the R134a service port performs which of the following activi-
ties when installed: (Check all that apply)
Keeps out dust and dirt
Provides a tight seal for the charge port
Sealing caps should be replaced after each removal
Sealing caps prevent leakage from the charge port
2. When repairing or replacing a component in the AC system, the O-rings associated with
the component require which of the following processes: (Check one)
Replacement any time a line is removed
Inspection and reuse if no damage is noticeable
Reuse if a leak test shows they made a tight seal prior to disassembly
O-rings from the former type lines interchange on vehicles with the new style line
HEATING 69
DIAGNOSTIC TECHNIQUES
There is a wide range of methods and tools for
helping diagnose climate control problems. Keep
Least Complex
in mind that no instrument can tell you what's
wrong with a system, it just gives you the informa-
tion needed to figure out the problem. The perfor-
mance test is primarily a useful method to
recheck the system after you complete any refrig- Plan your diagnostic
erant repairs, but can also be used to verify prob- strategic accordingly
lems if an operational check fails to reveal
anything.
The most common techniques we present are:
• Examination
Most Complex
• Operational check
• ASIST for researching TSBs, tips, and Least Complex diagnostic trees
• Performance test
• Touch and feel diagnosis
• Manifold gauge set or ACR5 AC Service Center
• Self-diagnosis
• CONSULT-III
• Leak detection dye
• Begin with the quickest, simplest tests. Use the more advanced techniques if you’ve already
tried the simpler ones and need more information.
70 HEATING
Operational Check
Perform an operational check for verifying a customer complaint, or after repairs for verifying the
system operates as it should.
If the vehicle does not have ATC, skip any items which only apply to ATC.
• Blower
• Mode (Discharge Air)
• Ambient Display
• Intake Air
• Defrost
• Econ
• Auto
• Temperature Decrease
• Temperature Increase
• Memory Function
The Operational Check flow chart applies to all ATC systems. Use the appropriate service man-
ual and the owner's manual to check specific operating features. If the vehicle does not have
ATC, skip any items which apply only to ATC.
Conditions:
• Engine running at normal operating temperature.
Procedures:
1. Check Blower
• Operate the blower on all manual speeds. Verify the indicator lights work
properly (if so equipped).
• After checking all blower speeds, leave the blower on high.
HEATING 71
2. Check Discharge Air
• Check the operation of the following discharge modes (not all vehicles have all modes):
• Leave the mode control in the foot mode after testing.
Icon Name Action
Face Verify air comes out of the face vents.
Bi-Level Verify air comes out of the face and foot vents.
Verify most of the air comes out of the foot vents

Foot and a small amount comes out of the defrost
vents.
Verify about 50% of the air comes from the foot

Foot/Defrost vents and about 50% of the air comes from the
defrost vents.
3. Check Ambient Display

• Press the ambient button (if present). The ambient air temperature should display for
approximately 5 seconds.
4. Check Recirc
• Select the RECIRC position.
• Listen for the intake door to change position (you should hear a change in
the blower sound). The RECIRC indicator should light.
• Leave the switch in the RECIRC position.
5. Check Defrost
• Press the DEFROST button.
• Verify RECIRC cancels and air exits out the defrost vents.
• Confirm the compressor clutch engages.
72 HEATING
6. Check Econ Mode
• Press the ECON button (if equipped). Defrost should be cancelled. The discharge air
outlet depends on ambient temperature, in-vehicle temperature and set temperature.
• Confirm the compressor clutch is not engaged.
7. Check Auto Mode
• Select the AUTO position.
• Confirm the compressor clutch engages.
NOTE: Step 7 does not check that all the automatic functions are working. It only verifies
the system goes into the Auto mode.
8. Check Temperature Decrease (for driver and passenger on Dual Zone systems)
• Select 65° F with the temperature select switch.
• Check for cold air at the discharge air outlets.
9. Check Temperature Increase (for driver and passenger on Dual Zone systems)
• Select 85° F with the temperature select switch.
• Listen for changes in blower speed as set temperature changes.
• Check for hot air at the discharge outlets.
10. Check the Memory Function
• Press the OFF button.
• Switch the ignition OFF.
• Wait 15 seconds.
• Switch the ignition ON.
• Press the AUTO button.
Confirm the set temperature remains at 85° F.
HEATING 73
“Touch and Feel” Test
This diagram shows the results from a “touch and feel” diagnosis on a properly operating refrig-
erant loop. Keep the following points in mind when performing this test.
• Your body is 37° C (98° F). Anything that feels hot is over 37° C (98° F); anything that feels
cold is under 37° C (98° F).
• The high side to the condenser should be hot. Use caution and avoid burning yourself when
checking high side lines.
• If there is a restriction in the system, the refrigerant line will be cold right after the restriction.
• The “touch and feel” diagnosis is a quick way to see if there is a malfunction in the refrigerant
loop. A complete performance test should be performed before starting any repairs.
Pressure relief valve High-pressure Low-pressure

gas liquid
COOL
HOT liquid gas
Compressor
Outside air
Liquid tank
HOT
Refrigerant
pressure
sensor
Condenser
WARM
Blower motor
Evaporator
COOL
WARM COLD
Expansion valve
You may have noticed that in the “Refrigerant Loop” section, each section about a component
included a “touch and feel” diagnosis of common problems. For example:
• If there is a blockage in the evaporator, the incoming line is cool, the evaporator is not as cold
as usual, and the outgoing line is cool as well.
74 HEATING
• If the compressor is faulty, the compressor outlet line is only warm to the touch, rather than
hot.
• If there is an air flow problem with the condenser, both inlet and outlet are hot, as no heat is
transferred out of the refrigerant.
• If the receiver/drier is clogged, the inlet is warm and the outlet is cold.
NOTE: Because the touch and feel method can locate problem areas so quickly, use this
technique early in your diagnosis. The Touch and Feel Diagnosis Job Aid is a quick
reference for typical results.
Examination
A keen eye can spot certain signs of trouble, so observe the appearance of components while
conducting the touch and feel diagnosis.
• Trash and leaves can block air flow through the condenser. The air scoops on sporty models
such as the 370Z are notorious for scooping up plastic grocery bags, which stick to the front
of the condenser. Since the condenser is hidden by the front bumper, this problem isn't
immediately visible.
• Frost may form on a restricted thermal expansion valve.
• Oil leaks on refrigerant lines and components are often a sign of a refrigerant leak. Follow up
with a leak detection test.
Review Questions
1. When performing a “Touch and Feel Test”, the hottest point in the AC system is at which of
the following points: (Check one)
Discharge point of the compressor to the condenser
Discharge point of the condenser to the receiver dryer
At the refrigerant pressure sensor
Discharge point of the evaporator to the compressor
2. Which of the following statements accurately describe results of a “Touch and Feel Test”?
(Check all that apply)
If there is a blockage in the evaporator, the incoming line is cool, the evaporator is not
as cold as usual, and the outgoing line is cool as well.
If the compressor is faulty, the compressor outlet line is only warm to the touch, rather
than hot.
If there is an air flow problem with the condenser, both inlet and outlet are hot, as no
heat is transferred out of the refrigerant.
If the receiver/drier is clogged, the inlet is warm and the outlet is cold.
All of the above
HEATING 75
Manifold Gauge Set
LOW SIDE GAUGE HIGH SIDE GAUGE
Part of the air conditioning performance test proce-
dure is reading and interpreting the manifold gauge
set. The performance test procedure in the service
manual provides information on normal and abnor-
LOW SIDE HIGH SIDE
mal gauge readings. VALVE VALVE
The gauge on the left side is the low side gauge. It LO HI
reads the pressure on the low side of the system.
The low side gauge usually has a scale which reads
LOW SIDE HIGH SIDE
from 0 to 150 psi and 0 to 30 inches of vacuum. SERVICE PORT
PORT
The gauge on the right side is the high side gauge. PORT
It reads the pressure in the high side of the system.

The high side gauge usually has a scale which reads from 0 to 500 psi.
Valves control the refrigerant flow through the gauge set. With the valves closed, refrigerant will
not flow through the gauge set. Pressure in the system is read with the gauges in the closed
position. When the valves are open, refrigerant flows to the center hose. The valves can be used
to control refrigerant charging and discharging.
Keep the following in mind when using a manifold gauge set or recovery/recycling/recharging
equipment:
• Always install the gauge set with the engine OFF.
• Make sure the valves are closed when installing the gauge set.
• Never open the high side valve with the engine running.
• Use low loss couplers, quick disconnects and check valves to keep from releasing refriger-
ant into the atmosphere.
• Separate gauge sets must be used for R-134a and R-12 systems. R-134a systems use
quick-disconnect type fittings. R-12 systems use threaded fittings.
NOTE: Never use a manifold gauge set for discharging refrigerant into the atmosphere.
Always use appropriate recovery/recycling equipment when discharging refriger-
ant.
76 HEATING
Performance Test
The operational test verifies that all A/C system controls and modes operate correctly. The per-
formance test checks the system's ability to change the air temperature under different ambient
air conditions. If you are not sure what the problem is after completing an operational test, a per-
formance test can give a more accurate picture of how the system is performing.
A performance test is also the most accurate way to recheck your work following repairs.
The performance test measures several factors to verify if the system is operating according to
factory specifications.
The test is a series of three temperature/humidity-pressure comparisons:
1. Recirculating-to-Discharge Air Temperature Test
2. Ambient Air Temperature-to-Operating Pressure Test
3. Touch and Feel Diagnosis (see page 51)
Typical Conditions (may vary by vehicle):
• Vehicle location.............Indoors or shaded area w/ventilation
• Doors..............................Closed
• Windows........................Open
• Hood...............................Open
• Temperature setting.....Max. COLD
• Discharge Air.................Face Vent
• Fan Speed.....................4-speed
• A/C Switch....................ON
• Engine Speed...............1,500 rpm or idle, depending on the vehicle
• Operate engine.............10 minutes before taking measurements for performance test
Always refer to the service manual of the vehicle you are working on for the exact performance
test conditions.
HEATING 77
Discharge Air Temperature Test
This is a comparison of the Relative Humidity, Air Temperature and Discharge Air Temperature of
interior air. Test Reading
TEST READING
RECIRCULATING-TO-DISCHARGE AIR TEMPERATURE TABLE
Inside air (Recirculating air) at A/C unit assem-
bly inlet Discharge air temperature at center ventilator
Relative humidity Air temperature °C (°F)
% °C (°F)
25 (77) 8.8 - 11.2 (48 - 52)
50 - 60 30 (86) 12.9 - 15.9 (55 - 61)
35 (95) 17.0 - 20.4 (63 - 69)
25 (77) 11.2 - 13.8 (52 - 57)
60 - 70 30 (86) 15.9 - 18.9 (61 - 66)
35 (95) 20.4 - 24.0 (69 - 75)
Ambient Air Temperature-to-Operating Pressure Test

This is a comparison of the Relative Humidity, Air Temperature and High/Low pressures in the air
conditioning system.
Test Reading
Example
AMBIENT AIR TEMPERATURE-TO-OPERATING PRESSURE TABLE

Ambient air
High-pressure (Discharge side) Low-pressure (Suction side)
Relative humidity Air temperature kPa (bar, kg/cm2, psi) kPa (bar, kg/cm2, psi)
% °C (°F)
900 - 1,105 175 - 220
25 (77)
(9.00 - 11.05, 9.18 - 11.3, 130.5 - 160.2) (1.75 - 2.20, 1.8 - 2.2, 25.4 - 31.9)
1,100 - 1,345 220 - 270
30 (86)
(11.00 - 13.45, 11.2 - 13.7, 159.5 - 195.0) (2.20 - 2.70, 2.2 - 2.8, 31.9 - 39.2)
50 - 70
1,310 - 1,605 270 - 325
35 (95)
(13.10 - 16.05, 13.4 - 16.4, 190.0 - 232.7) (2.70 - 3.25, 2.8 - 3.3, 39.2 - 47.1)
1,480 - 1,810 315 - 375
40 (104)
(14.80 - 18.10, 15.1 - 18.5, 214.6 - 262.5) (3.15 - 3.75, 3.2 - 3.8, 45.7 - 54.4)
78 HEATING
Leak Detection Equipment and Dye
Leaks in the refrigerant system can be detected with fluorescent dye and a UV light, and then
pinpointed with an electronic leak detector.
Current Nissan and Infiniti vehicles already have leak detection dye installed at the factory. These
vehicles are identified by a label on the underside of the hood. For earlier vehicles, you will need
to inject dye using the tools and materials provided in the kit.
NOTE: Always follow safety precautions such as wearing UV goggles and clean gloves.
Immediately clean any UV dye from any painted surfaces as the dye stains the
paint.
NOTE: Other substances besides leak detection dye can glow under UV light, producing
false positive results. These include the soap-like lubricant used to insert the refrig-
erant lines through the rubber grommets in the fire wall. If the glowing material
wipes off easily, it is not leak detection dye. You can also refer to the service manual
and TSB's to check whether or not the vehicle has leak detection dye already
installed.
Leak Detection Dye Safety

Using leak detection dye is a convenient technique for finding leaks quickly. However, certain
safety precautions are in order when using it.
• Read the manufacturer's operating instructions and precautions provided with the kit prior to
starting work.
• Protect your eyes from the UV light. Always wear UV goggles when operating the UV light,
and never stare directly into the beam of light.
• Do not spill the dye on painted surfaces, carpet, interior surfaces, skin, hair, or clothes.
Change gloves if they become contaminated to avoid transferring the dye to other objects.
• Fluorescent dye is permanent on contact with porous or painted surfaces, and can make
stains that are visible under certain types of outdoor lighting.
HEATING 79
• NEVER add leak detection dye to the Altima Hybrid, M Hybrid or LEAF Electric vehicles.
PAG oil is incompatible with the electric compressor. Use ONLY ND-11 refrigerant oil in
these systems.
• Do not add more than one bottle of leak detection dye to an air conditioning system. Also,
some vehicles may already have leak detection dye. Check with a UV light before adding
additional dye. All current Nissan and Infiniti vehicles have had leak detection dye installed at
the factory. Leak detection dye is fluorescent for three years or unless the compressor is
replaced and the system is flushed.
• There are different leak detection dyes for R-134a and R-12 systems. Use only the correct
type of leak detection dye for your system, or air conditioning system damage may occur.
Please note that the cleaner included in the kit only works on bare metal-not skin, hair, carpet, or
auto paint. The purpose of the cleaner is to clean dye traces from metal components, such as
refrigerant lines and condenser fins, to avoid false readings at the next air conditioning service.
CAUTION: Refrigerant leak detection dye stains most materials, including skin and painted
surfaces, permanently and immediately! Always wear protective gloves while
working with the dye. Be certain your hands or latex gloves are not contaminated
with dye before touching painted surfaces (such as the vehicle’s doors or hood)
or interior surfaces (such as ATC controls).
NOTE: Other substances besides leak detection dye can glow under UV light, producing
false positive results. These include the soap-like lubricant used to insert the refrig-
erant lines through the rubber grommets in the fire wall. If the glowing material
wipes off easily, it is not leak detection dye. You can also refer to the service manual
and TSB's to check whether or not the vehicle has leak detection dye already
installed.
80 HEATING
Self Diagnosis
You can access diagnostic trouble codes (DTC's) in the climate control system for assistance
troubleshooting existing malfunctions. Depending on the vehicle, self-diagnosis checks the fol-
lowing items:
• Control panel display
• System sensors
• Mode and intake door position
• Actuators
• Temperature sensor accuracy
DISPLAY WHEN BLINKS INDICATING

ALL SENSORS A SHORT CIRCUIT
EACH CODE NUMBER
ARE
BLINKS TWO TIMES
OPERATING
CORRECTLY
ILLUMINATES 4 SECONDS
ILLUMINATES AFTER “2” ILLUMINATES
Refer to the service manual for the specific vehicle you’re servicing.
HEATING 81
CONSULT-III for Electrical Diagnosis
On some models, you can use CONSULT-III for diagnosing the climate control system. Even if
CONSULT-III doesn't show all the sensor readings, sometimes you can use it as a useful short-
cut to rule out some of the possible causes.
All Nissan and Infiniti vehicles are CONSULT-III compatible. This allows technicians to view sig-
nals which indicate:
• AC compressor request signals
• AC relay operation
• Fan operation
• AC pressure sensor
• AC ON signal operation
• AC sensor values
Information is located in both BCM and engine for AC operation.
Engine Data Monitor
HVAC Data Monitor
These screens indicate the ECM is sending a ground signal to the A/C relay. The relay could be
inoperative.
For example, using CONSULT-III, determine whether or not the ECM provides a signal to the A/
C relay in the IPDM E/R. Read the schematic in the ESM and view the CONSULT-III screen
showing which components are relevant to the problem.
82 HEATING
Refrigerant Recovery & ACR2005 FRONT VIEW
Recycling “Cycle Complete”
Red Indicator Light
Increased concerns regarding the Control Panel
environment as well as Federal reg-
ulations have prompted the devel- Convenient built-in
handle & hose storage
opment of equipment that prevents
releasing refrigerant into the atmo-
sphere when servicing vehicle air
conditioning systems. This equip-
ment, the ACR5 AC Service Center Oil Drain Bottle
evacuates, filters, recycles the
refrigerant, and recharges the sys-
tem before and after system repairs.
Before opening the system, use the Locking Casters
ACR5 AC Service Center to
recover/remove the refrigerant. As
the refrigerant is recovered it is recycled to remove any moisture or contaminants. Refrigerant oil
is separated from the refrigerant, and the refrigerant is filtered, dried and stored in a container for
reuse.
After repairing the air conditioning system, an evacuation pump on the recovery/recycling station
removes moisture and contaminants from the system. The station then recharges the air condi-
tioning system with clean, dry refrigerant.
The recovery/recycling station also contains high and low pressure gauges for monitoring air
conditioning system operation. The gauges are also used to troubleshoot and diagnose system
malfunctions.
NOTE: Separate stations are required for R-134a and R-12 systems. You cannot use an
R-12 recovery/recycling station on an R-134a system. To prevent refrigerant and
equipment contamination, A/C systems using R-134a refrigerant use different cou-
plers than R-12 systems. The ACR5 AC Service Center samples the refrigerant
prior to recovery.
For R-12 equipped vehicles, the ACR-3 machine can be used for recovery, recycling and
recharging refrigerant.
HEATING 83
CLIMATE CONTROLLED SEATS
Certain Nissan and Infiniti models utilize cli-
mate controlled front and rear seats which pro-
vide cooling, dehumidification, and heating to
seat occupants. This is accomplished through
a unique active temperature management sys-
tem.
The Climate-Controlled seat system receives
input from the driver or front passenger and
from temperature sensors located in each seat,
warming or cooling ambient cabin air accord-
ingly and then circulating air through seat sur-
faces using a fan mounted under the seat and
in the seat back. Each seat has individual input
controls allowing the seat occupant to set the
system to the desired level of heating or cool-
ing for year round personal comfort. The Cli-
mate-Controlled seats are not connected to
the HVAC system.
Operation
The heart of the system is a highly efficient,
solid-state Thermoelectric Device (TED),
which rapidly converts electric current to
thermal effect, using no environmentally
sensitive CFCs or other coolants. The
Thermoelectric Module consists of hun-
dreds of semi-conductor pellets, sand-
wiched between flexible substrate
materials. Because of the configuration of
these pellets, when electricity is applied,
one side of the module absorbs heat, thus
becoming cold, while the other side rejects
heat turning hot. When the direction of the
electricity is reversed the opposite sides
become hot or cold.
Air is circulated over the TED and through
the seat using a brushless direct current (DC) fan. CCS use an electronic control module to
manage the thermal outputs of the system and control algorithms designed to provide the seat
occupant with maximum comfort. Thermoelectric cooling technology to heat and cool the front
seats is termed the “Peltier Effect.”
Peltier Effect = A phenomenon discovered by French physicist Jean Peltier in the 19th century.
84 HEATING
NOTE: The Thermoelectric Device (TED) uses a Peltier circuit of p-type and n-type semi-
conductors connected in series using copper electrical conductors. The semicon-
ductors are sandwiched between two insulating ceramic plates. When current is
applied to the TED, one side releases energy as heat, while the opposite side
absorbs energy and gets cold. By reversing the current flow, the hot and cold sides
reverse.
The CCS system provides thermal comfort in 2-3 minutes in most normal driving conditions.
Seat occupants can adjust the seat surface temperature at any time by repositioning the con-
trols.
Malfunctions
Anytime a customer has a concern of poor seat heating or cooling inspect the TED unit and/or
cooling fan.
Diagnosis
Inspect seat heating and cooling with controls set to maximum cold and maximum hot. Refer to
the ESM for the applied vehicle and diagnostic procedure.
Review Questions
1. TED is an acronym for which of the following: (Circle one)
Thermonuclear Device
Thermoelectric Device
Thermistor Electric Device
Transistor Element Device
2. When applying current to the TED device, the following takes place: (Check one)
One side gets hot, the other side remains the same temperature
Both sides get hot or cold depending upon switch position
One side gets hot, the other side gets cold
One side gets hot, the other side gets cold, the air flow changes depending upon air
flow through the device
HEATING 85
FOUR-STEP REPAIR STRATEGY
You are familiar with the Four-Step Repair Strategy from your previous training courses. It will be
no surprise that the same approach works for climate control. The four steps are:
Step 1 - VERIFY the customer's complaint
Step 2 - ISOLATE the problem
Step 3 - REPAIR the source of the problem
Step 4 - RECHECK the repair
Following this technique can eliminate unnecessary checks that could result in much wasted
time (yours and the customer's) and possibly lead to incorrect diagnosis and repair.
Step 1 - Verify the Customer's Complaint

Verifying the customer's complaint should always be the first step towards quick and accurate
diagnosis. The purpose of verification is to compare the actual vehicle condition to the descrip-
tion found on the repair order.
Normal operating conditions are often misinterpreted by customers as malfunctions. Sometimes,
a problem that the customer is not aware of is repaired without his actual complaint being
addressed. Remember that thorough verification confirms the validity of the complaint, and
ensures that the problem you're repairing is the one the customer has in mind.
Elements of verification include the What and When of a symptom, as well as the opportunity for
you to determine what is functioning properly. When verifying a complaint, always keep the fol-
lowing in mind:
• Get as much information as possible from the repair order. You may need to ask the service
advisor to call the customer and clarify symptom details or gather further information.
• Make sure you know how the component is supposed to work before deciding if it works
properly. The service and owner's manuals can help you determine proper operation of com-
ponents. Also, inspecting a known good vehicle can save valuable time.
• Do not attempt to repair a problem you cannot verify.
• Whenever possible, perform a complete performance test and confirm the customer's con-
cern.
Verification procedures for air conditioning problems include:
• An operational check of the system.
• A performance test of the system.
86 FOUR-STEP REPAIR STRATEGY

Step 2 - Isolate the Problem
After you've identified the system malfunction, your next step is determining what is causing the
malfunction by isolating the problem. A good isolation process filters through the many possible
causes of a problem, and allows you to logically identify the true cause.
Isolation is easier if you divide the whole system into its related parts, as in these examples:
Refrigerant
Loop
Compressor Condenser Liquid Expansion Evaporator

tank valve
Automatic
temperature
Control
Auto Door Fan speed

Sensors Blowers
Amplifier motors (PBR) controls
NOTE: The isolation process begins with a large system and keeps dividing it into smaller
systems until the malfunction is found.
The quickest, easiest checks should always be done first, because they speed up troubleshoot-
ing in these two ways:
Problems will be found with less time and effort if they originate in the easy-to-check system
component.
Eliminating the easy-to-check system or component first allows you to isolate the cause with
less time and effort.
Isolating a problem requires many or all of the following:
• Verification of customer complaint
• Touch and feel diagnosis
FOUR-STEP REPAIR STRATEGY 87

• Performance test
• Service manual trouble diagnosis procedures to isolate control system concerns
Use self-diagnosis or CONSULT to get as much system information as possible. Self-diagnosis
won't always point you directly to the problem, but it is a good way of getting a lot of information
in a short period of time.
Concentrate on one section of the ATC system at a time. For example, if you discover an air mix
door problem and a fan problem, isolate each problem individually. One repair will often fix both
problems.
Step 3 - Repair The Source of the Problem

The repairs you perform on the climate control system, the air conditioning components, the
heating components, and the ATC controls vary greatly - from replacing a fuse, to adjusting an
air mix door, or replacing a compressor. Since the relationship of climate control components
can be complex, it is always best to use the appropriate service manual or ASIST when perform-
ing the repairs. In addition, always check for relevant Technical Service Bulletins (TSBs). All of
these resources help make the diagnosis and repair accurate and completed in a timely manner.
NOTE: Always use the service manual while making repairs. The ESM provides the most
up-to-date information on current repair procedures.
While repairing malfunctions in the refrigerant loop keep the following points in mind:
• Always use proper refrigerant recovery and recycling equipment when discharging refriger-
ant. Never discharge refrigerant into the atmosphere.
• To prevent moisture or contaminants from entering the system keep new components sealed
until installation. In addition, seal any openings in the system while making repairs.
• Always replace the O-rings and lubricate them with refrigerant oil before installation.
• Use a torque wrench and backup wrench when loosening and tightening hose and tubing fit-
tings.
• After repairs, evacuate the system for at least 20 minutes to make sure the system is free of
moisture.
• After 20 minutes, check for system leaks by shutting both valves of the recovery/recycling
equipment, turning off the vacuum pump and letting the system sit for 5 to 10 minutes. If the
vacuum reading increases towards positive pressure, repair the leak before you proceed.
• Before recharging, adjust the oil level in the system. Refer to the service manual for the cor-
rect procedure.
• Always charge refrigerant using an electronic scale, charging cylinder or charging station to
insure proper refrigerant amount.
• Test refrigerant loop integrity with the A/C leak detector.

• Most ATC repairs are electrical in nature. In addition, there are also mechanical repairs and
adjustments to parts in the system:
• Door control rod adjustments
• “Trimmer” adjustments
• FRE/REC adjustments
• Potentiometer adjustments
Step 4 - Recheck the Repair

The best way to ensure customer satisfaction is to always recheck or verify your work after com-
pleting a repair. A recheck confirms that the original problem has been repaired and that no
additional problems have been caused during the repair or masked by the previous problem.
The best way to recheck a climate control repair is with a complete Operational Check and Per-
formance Test. Always recheck your work under the same conditions used to verify the original
complaint.
The 4-Step Repair Technique is a logical and effective system for troubleshooting control sys-
tem complaints. Many technicians use this procedure so frequently that it becomes second
nature to them. Guesswork is a poor substitute for a systematic approach to troubleshooting.
Example
A customer complains the air conditioner doesn't cool.
The air conditioning system contains many subsystems. They include:
• The refrigerant loop
• The electrical control systems for the:
• Compressor
• Condenser Fan
• Blower Motor
• Air Mix Door
• Mode Door
• Intake Door
• The mechanical parts of the air flow system
Verification
An operational check shows that the compressor clutch, blower motor, intake door and mode
door are working properly. Next, a performance test shows that the air is not as cold as it should
be, given the temperature and humidity.
FOUR-STEP REPAIR STRATEGY 89

Diagnosis
Touch and feel diagnosis and manifold gauge readings demonstrate that the refrigerant loop is
working correctly even though the discharge air is too warm. In this scenario the refrigerant loop
seems capable of cooling properly but the discharge air is still too warm. In this case, concen-
trate on the air flow system during further isolation. Let's look at two items that affect air temper-
ature, the blower in the cooling module and the air mix door.
Inspection/Isolation/Repair
The operational check shows the blower in the cooling module operates correctly. However, fur-
ther inspection of the air mix door system shows the mechanical linkage disconnected and the
air mix door stuck in the heating position. Before repairing the linkage, determine the cause of
the problem so you can get to the root of the symptom. In this case, the problem turned out to
be the clip holding the air mix door linkage in place had broken.
Conclusion
Through this example you can see that by conducting a thorough visual inspection and a few
tests, you can eliminate some of the sub-systems and simplify the isolation procedure.

Climate Control System Operation, Diagnosis, and Repair 1

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CLIMATE CONTROL SYSTEM OPERATION, DIAGNOSIS, AND REPAIR

CLIMATE CONTROL SYSTEM OPERATION, DIAGNOSIS, AND REPAIR 1

2 WHAT IS CLIMATE CONTROL?

WHAT IS CLIMATE CONTROL? 3

4 WHAT IS CLIMATE CONTROL?

WHAT IS CLIMATE CONTROL? 5

6 WHAT IS CLIMATE CONTROL?

Temp Pressure Temp Pressure

WHAT IS CLIMATE CONTROL? 7

overcharged. If the A/C HOT Compressor

and low-pressure readings pressure

are high, and particularly if Condenser

splashing water on the

remove enough refrigerant COOL

to meet the specification in WARM COLD

the service manual.

8 WHAT IS CLIMATE CONTROL?

4. Raising the temperature of a liquid makes it evaporate

When refrigerant enters the evaporator as a mist, it vapor-

WHAT IS CLIMATE CONTROL? 9

10 WHAT IS CLIMATE CONTROL?

WHAT IS CLIMATE CONTROL? 11

FIXED ORIFICE TUBE Evaporator

LOW PRESSURE LIQUID

HIGH PRESSURE LIQUID

12 WHAT IS CLIMATE CONTROL?

WHAT IS CLIMATE CONTROL? 13

V-6 Variable Displacement Compressor

14 WHAT IS CLIMATE CONTROL?

WHAT IS CLIMATE CONTROL? 15

16 WHAT IS CLIMATE CONTROL?

the lower third of the condenser for extra cool-

Malfunctions Liquid Tank

WHAT IS CLIMATE CONTROL? 17

Liquid Tank (Receiver/Drier)

18 WHAT IS CLIMATE CONTROL?

NOTE: This is sometimes a difficult problem to understand, when there is a restriction in

WHAT IS CLIMATE CONTROL? 19

HVAC Module and Intake Assembly

20 WHAT IS CLIMATE CONTROL?

WHAT IS CLIMATE CONTROL? 21

22 WHAT IS CLIMATE CONTROL?

WHAT IS CLIMATE CONTROL? 23

24 WHAT IS CLIMATE CONTROL?

Previous Style Evaporator Newer Model Evaporator

The evaporator has a tube-and-vane construction similar

WHAT IS CLIMATE CONTROL? 25

26 WHAT IS CLIMATE CONTROL?

WHAT IS CLIMATE CONTROL? 27

Climate Control Variations

28 WHAT IS CLIMATE CONTROL?

Automatic Temperature Control (ATC) Overview

WHAT IS CLIMATE CONTROL? 29

VQ35DE Cooling System

Cooling System Refill Procedure

trapped air bubbles in the cooling

- Gurgling noise from the heater

Engine Coolant Temperature Sensor (Thermal

Heater Water Valve

Cooling System Electrolysis

AUTOMATIC TEMPERATURE CONTROL

PUSH OFF PUSH

Unified Meter and A/C Amplifier